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    It’s a two mile, three minute difference and I70 between would be replaced by a boulevard, so there will still be plenty of opportunities to get into the city.



    Traffic is really bad during rush hour but it seems that there is always random construction and it is dated in general. However it’s how you get to and from the airport for the most part where about 35,000 employees work up there, not to mention the passengers. Once the commuter rail goes in next year the amount of traffic should decrease.






    They have now stated that traffic will be rerouted to I76 and 270, go figure.



    And they’re going to reroute to them for the I70 construction anyways.



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    Bedford Avenue through Bed Stuy north of Fulton Ave. is a wide speedway with a heavily used bike lane – the whole street needs a redesign to reduce rampant speeding and encourage more bicycling. I’d love to see this technology employed to help Brooklyn TA to measure speeds in that area. Could go nicely with the Atlantic Ave. campaign too.



    I would love to have a cheap sensor that I could hang out my window and measure the speeds of every car that comes down the street. I’d take it to my next community board meeting and people would be shocked at the recklessness.


    Upright Biker

    We could use this in North Beach (and San Francisco overall) to measure the effects of bulb-outs. I would bet the data about motorist/pedestrian interaction before and after the installation of a bulb-out would be very interesting.


    sensible internet commenter

    Right, but those were simply rural paths laid out to serve the extremely small (compared to the cities) farming population. Barely anyone lived in New Jersey, except in the older towns and cities (Camden, Trenton, Princeton, etc.) until the mid-twentieth century.

    I generally don’t cycle just for the sake of cycling. For me, and for many people, biking is a mode of transportation. It is the most practical in dense, urban settings (such as Philadelphia and New York) and not at all practical in rural areas for getting from point A to point B. I don’t wait for protected infrastructure, but I know that it is the key to making our cities safe places for an incredibly efficient and sustainable mode of transportation, and that can help encourage people to live in cities, further helping to spur urban development rather than sprawl.


    Andy B from Jersey

    Urban Planning 101: New York City and Philadelphia were able to grow so large and so close to one another before the motor because of all the rich agricultural lands in New Jersey, Long Island and in Eastern PA that were able to feed these cities. New Jersey was called the “Garden State” for a damn good reason.

    I just went riding on these roads yesterday and passed houses everywhere built in the early 1700’s. My ride was pleasant and stress free and filled more with the sounds of birds and the rustle of the wind than anything else. The Suydam Farm (a Dutch family farm not far from my house) proudly has a sign in front that states “A part of NJ agriculture since 1713.”

    If you insist on waiting for protected infrastructure everywhere you’re missing out on great cycling today and the reality that it ain’t never going to come to most places anyway (because it’s not needed).


    sensible internet commenter

    Um, most of New Jersey wasn’t developed until after 1950. The state underwent extensive suburban sprawl development (as did most states) and many highways were built that are much wider than 25 feet and have design speeds upwards of 70 mph. People did not live in the countryside 300 years ago! Cars didn’t exist. People lived in cities.


    Andy B from Jersey

    No high speed traffic on those 300+ year-old roads in New Jersey where the roadway width is often only 20 to 25 feet. Plus with a car only going by every 5 to 10 minutes, stress is almost non-existent and drivers are much more likely to slow down and pass safely. And EB wanted something for longer trips so we weren’t necessarily talking urban. I’m always surprised at how amazingly good the country roads are here in NJ and PA are for cycling and how most other states have nothing like them.

    Don’t knock ‘em till you ride ‘em! :)



    Realism! Woo!



    Well, if it’s any consolation, that tunnel will probably never be finished, though the $3 billion will still be wasted. Is it any consolation? (Maybe not.)



    Any bookie in Vegas would probably be giving you odds of 1,000,000:1 on a package passing.

    Our leaders would rather watch our infrastructure and economy crumble than compromise on funding.


    sensible internet commenter

    Those tend to have high design speeds and no bicycle infrastructure. That means people drive very fast on those roads, and it’s incredibly unlikely there will be any sort of bike lane. Not at all safe for biking. Plus, they’re out in the country, so they’re not very useful for getting from point A to point B due to lack of density.


    Miles Bader

    You definitely do not need to be in good shape or young to bicycle… I see tons of very old people bicycling. Sure they’re a bit slow, but that’s fine, it’s still a lot faster than they can walk, and offers highly valuable exercise.

    Bicycles also work fine with kids. Until the kid(s) are old enough for their own bike, you put them on yours; there are many ways you can do this. After that, they can bike on their own, giving them far more freedom, mobility, and self-confidence than their car-shackled brethren.



    I would bet on yet another short-term reauthorization/funding patch before the end of July, probably through the end of the year. The DRIVE Act is a decent first step, but the other committees (especially Finance) are nowhere close to an actual bill.


    Sue Zee

    Desperate times deserve desperate measures. LOL


    Sue Zee

    Well, I don’t see bikers and hikers paying anything extra for the privilege of brand new shiny rail trails. And, we most certainly do not need to be absorbing the additional costs of subsidizing the construction and maintenance of rails to trails. A foolish waste of money. The roads are bought and paid for. Bicycle or take a walk along that for Pete’s sake. Or visit any number of public parks and national forests. All bought and paid for.


    Jeff Gonzales

    Hopefully it’s as good for driving as the PATRIOT act was for patriots



    Always watch the “may” and “shall” thing. Huge difference there, and at first glance it looks very similar.



    With regards to robots taking over jobs, well, unfortunately, technological advances tends to do that, but that is the reality of progress. Just like abacuses, cursive handwriting, and slide rules aren’t used anymore. It’s all in the name of progress. It’s something people have to deal with and if they don’t want to get left in the dust, they just need to invest their time in keep learning new things and skills or they’ll just lose their jobs.


    Andres Dee

    Watch to make sure the nice parts of this bill don’t disappear at 11:59



    I’m surprised James Inhofe didn’t demand that all buses and trains be powered by coal.



    I want to point out that the article is a bit misleading. The entire system was not put in all at once. Several years ago the 7th St track was installed. Tons of people were against it, tons of people were vocal about it, tons of people eventually got used to it. This year they built three more – 12th Ave, 8th Ave and 5th St. Again people are very vocal and very opposed. But the opposition will adapt and get used to it and heck maybe they’ll even give it a whirl. (I’m a Calgary motorist, cyclist and pedestrian).



    Calgary is largely an automobile oriented city. People are not accustomed to living in a dense urban area as most of the city was built by policy geared toward sprawl. The mindset of most Calgarians toward cyclists is not good. The problem is the infrastructure was not meant for the cyclist and therefore anyone “on the road” that isn’t a cruising car or truck is a nuisance. There is a large cohort opposed to ANY kind of progress toward making the city attractive to the shifting demo.



    I was wondering whether anyone from Calgary could comment on the opposition on this ambitious roll out. While it is nice to have a complete grid dropped in all at once, it will still require time for people to realize that this resource is available and start using it. Until then there’s the threat of opponents claiming that no-one uses the system and it should be removed.


    Andy B from Jersey

    Uh huh! Boise, a way cool bike town, tried this approach and it bombed horribly. The blowback was strong and swift forcing the county that controls the streets to pull out every protected lane. If they had done this one street at a time, allowing drivers time to get used to the idea of protected bike lanes, I’m convinced there would be a complete network of protected lanes (where the LTS requires such a facility) in the city today.


    Khal Spencer

    Calgary is building on an already well established bicycle system that has been in place for over a decade. There was already a nice layout of bike boulevards (aka quieter side streets laid out on a grid) and multiuse paths along the Bow River, streams, topographic discontinuities, and various rail cuts and even one going out to the airport. Back when I visited in 2005, they had a good bike map and a bike coordinator. Bicycling was popular then, so I am not surprised they are going whole hog into protected lanes.

    Remains to be seen whether the lack of bike-specific traffic cycles will claim a bicyclist. As Michael says, this treatment costs money and decreases everyone’s Level of Service. But it leaves bicyclists vulnerable in intersections, which is where traffic gets complicated and mistakes are made.



    Same story with crime stats and fair housing–no national standards for data integrity


    We agree that the frequency of Ciclovia in Bogota is absolutely amazing. How would that change the perception of residents toward cyclists/pedestrians use of the streets if a CicLAvia occurred ever Sunday here in LA? Of course, this question could be extended to other cities across the U.S. too.



    Actually, biking makes a lot more sense in “large urban cities” than in small towns. Cities are dense (at least they should be), which makes trips short and therefore ideal for biking. Small towns have fewer opportunities and are generally less dense than cities.

    The real reason why biking is popular on college campuses is because they are dense, and students usually live close by. College campuses are generally walkable and having limited parking.



    Who wants to commute to the Suburbs, dealing with being forced to own and drive a car, traffic, parking, or nonexistent transit service, rather than being able to access your job in a transit-accessible, walkable downtown location?

    No one should be forced to own a car. Suburban jobs do that. Jobs in transit-accessible, walkable locations give people better access to jobs without being forced to drive.





    I still can’t believe that they have a Ciclovia every Sunday in Bogota.


    Alexander Vucelic

    when are drivers finally going to pay the full cost of their driving ? mass motoring is lavishly subsidized in the US.

    if you’d pay the full cost of driving gas taxes would need to be at least $8 a gallon.

    how much driving would you be doing paying $11 a gallon ?

    stop leeching off the rest of us


    Phantom Commuter

    Convenient for whom ? It will lengthen commutes for most workers. Who wants to commute Downtown, dealing with traffic, parking, or slow transit commutes, instead of working closer to home in the suburbs. VMT may actually go up since very few workers, or people, actually live in the Downtown areas of most cities. Bored in the suburban office park ? It’s part of growing up and getting a job. Poor babies ! Sorry, it’s not all about you. And no, you can’t telecommute either.




    Sue Zee

    Do people ride bikes on trails in all weather? NO! Do people walk on trails in all weather? NO! A RAIL TRAIL IS NOT A FEASIBLE TRANSPORTATION ALTERNATIVE. ITS A FRIVOLOUS WASTE OF TAXPAYERS DOLLARS.



    I’m 100% in favor of this and in the process of making such a move myself, but my observations are completely different than the author’s. For every high profile announcement of a firm moving into town, I still see 3-4 moving the other way…at least here in Indianapolis. The same is true of residential growth. Much has been reported about all the apartments going in downtown here, but the midsized suburb I’m leaving is growing dramatically as well. Just eyeballing it, I would guess we might have even more housing starts over the last two years than downtown. That said, the good news is that as the suburbs grow here, many are growing more dense and rethinking zoning. That includes incorporating active transportation components. The city vs. suburb line is being blurred. Smart people who can see a gridlocked future are demanding more regardless of where they live.


    Jack Hughes

    Note also the unstated presumption about the 8 y.o. and 80 y.o. cyclist that leads to the infrastructure being, generously, “less than ideal” for most competent cyclists–that the 8 y.o. and the 80 y.o. (and those in between) are not and cannot be expected to be competent cyclists. While there are routes I take now that I would have found dangerous or daunting when I was 8 or even 10, many of the “8 to 80″ plans as implemented my 8 or 10 year old self would have found much as I find them today. Less convenient and less pleasant than riding on nearby streets. The cure for lack of cycling competency is not a lot of pavement and bollards and paint to reduce the need for competency. Competency is not hard to give a 9 year old.


    Michael Andersen

    I agree, Heine’s post is good criticism worth noting.



    I believe he’s saying that NYC taxes only seem high because they actually approach the full cost of services. In comparison to suburban/exurban areas who build debt-leveraged infrastructure without adequate revenue for future maintenance.


    Alex Brideau III

    These flex-posts also could help to counter the argument made by some public officials that bollarded bike lanes impede the movement of emergency vehicles.



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