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Posts from the "Bicycle Infrastructure" Category

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Pittsburgh Business Leaders See Bikeways as Cure for Road-Space Shortage

intersection treatment penn ave

Along Pittsburgh’s new downtown bike lane, all intersections are signalized, but cyclists won’t receive dedicated signal phases and most crossings are unmarked. People will need to be on the lookout for turning conflicts whether they’re on bikes or in cars. All renderings: City of Pittsburgh

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Michael Andersen blogs for The Green Lane Project, a PeopleForBikes program that helps U.S. cities build better bike lanes to create low-stress streets.

Downtown Pittsburgh has a perfectly good reason to be running out of room for more cars: Its streets have been there since 1784.

“In Pittsburgh, we have too many cars chasing too few parking spaces,” Merrill Stabile, the city’s largest parking operator, said last week. “I am in favor of building a few more parking garages. But we’ll never be able to build enough to meet the demand, in my opinion, if we continue to grow like we’ve been growing.”

That’s why Stabile is among the Pittsburgh business leaders backing a plan announced Tuesday to reduce downtown’s dependence on car traffic by adding a protected bike lane to Penn Avenue.

Jeremy Waldrup, CEO of the Pittsburgh Downtown Partnership, said the protected lane, which will return Penn Avenue to one-way motor vehicle flow by removing an eastbound traffic lane, will make it comfortable for most people, not just the bold few, to bike downtown.

“One of the most important things is that we have as a city developed this incredible trail system, many of them leading to downtown,” Waldrup said. “But once you’ve made it to the borders of downtown, you’re literally on your own to get into the city.”

Penn Avenue’s new one-mile bike lane, installed as a pilot project over the next few weeks, is part of a wave of protected lane projects in American central business districts.

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Seattle DOT Hits the Street to Tell People About a New Bike Lane Proposal

Much nicer than the church basement, at least during a Seattle summer – and better attended, too. Photos courtesy SDOT.

pfb-logo-100x22Michael Andersen blogs for The Green Lane Project, a PeopleForBikes program that helps U.S. cities build better bike lanes to create low-stress streets.

One part public outreach and one part PARK(ing) Day, Seattle DOT held a three-hour open house last Wednesday for a half-mile protected bike lane on Dexter Avenue. The outreach session took place on green plastic mats spread out to cover an empty parking space.

Project manager Kyle Rowe explained that a different, state-led project on Dexter had him on a tight deadline. What’s more, because Dexter is a necessary link between downtown and the heart of Seattle’s bike culture in Fremont and Ballard, the number of affected households was huge.

“That is kind of like a funnel for roughly two-thirds of north Seattle,” Rowe said. “To capture all the people that use Dexter in a traditional open-house style, which would be 7 to 8 or 9 p.m., would mean flyering or sending a mailer out to most of North Seattle, and that didn’t make sense. I also wanted to accelerate this to meet the deadline of the state’s restoration work.”

So Rowe used a trick he said he’d seen on “Streetblog or CityLab” and held his public meeting on the side of the street from 7 to 10 a.m. on a weekday. He brought eight easels, two tables, a few temporary bike racks, a comment box, sticky notes, a sign-in sheet and a bunch of hot coffee.

That last item was important.

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6 Things to Like About Seattle’s New Broadway Bike Lanes (And One to Fix)

broadway streetscape from hill 600

pfb-logo-100x22Michael Andersen blogs for The Green Lane Project, a PeopleForBikes program that helps U.S. cities build better bike lanes to create low-stress streets.

To see how dramatically Seattle has changed Broadway, just above its downtown, by adding streetcar tracks and one mile of two-way protected bike lane, compare the photo above (from Saturday) to the one below (from Google Street View’s capture of the same stretch of road in 2011).

broadway before

As of this spring, the lanes through Seattle’s First Hill neighborhood connect Seattle Central College, Seattle University, the Swedish Medical Center, a high-density mixed-income housing complex, and a significant commercial node that’ll soon be anchored by an underground light rail stop.

Steve Durrant of Alta Planning and Design, a lead consultant on the project, said the lanes allow biking on a major artery that had been “essentially a forbidden street.”

The lanes were created as part of the $134 million First Hill streetcar expansion, paid for by a 2008 transit ballot measure. With space at a premium on the new street, the 10-foot-wide space immediately east of the northbound streetcar tracks was seen as the only viable way to get bike facilities on Broadway.

The resulting lanes are rare in one important way: they create a two-directional protected lane on one side of a two-way street. That’s a little-used design due to the large number of possible turning conflicts. But Seattle is showing that with enough money and care, it can be done.

I stopped by last weekend to have a look at the project’s unique features.

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Why It Makes Sense to Add Biking and Walking Routes Along Active Rail Lines

Despite high train frequency, southeastern Pennsylvania's Schuylkill River Trail -- 60 miles long and about to double in length -- provides a stress-free biking and walking experience. All photos from ##http://www.railstotrails.org/ourWork/reports/railwithtrail/report.html##RTC##

Despite high train frequency, southeastern Pennsylvania’s Schuylkill River Trail — 60 miles long and about to double in length — provides a stress-free biking and walking experience. All photos from RTC

This post is part of a series featuring stories and research that will be presented at the Pro-Walk/Pro-Bike/Pro-Place conference September 8-11 in Pittsburgh.

You’ve heard of rail-trails — abandoned rail lines that have been turned into multi-use paths for biking and walking. There are more than 21,000 miles of rail-trails across the country, in urban, suburban, and rural areas.

But these trails don’t need to be built on the graves of defunct rail lines. A growing number of them, in fact, are constructed next to active rail lines. In 1996, there were slightly less than 300 miles of these trails. Today there are about 1,400 miles.

Railroads tend to be skittish about approving walking and biking routes because they fear liability if someone gets injured. Even so, 43 percent of rails-with-trails, as they’re known, are located wholly within railroad rights-of-way, while another 12 percent have some segments inside the right-of-way. So negotiating with railroads — from Class I freight railroads to urban light rail operators — is possible, if you know how to approach them.

At the Pro-Walk Pro-Bike conference in Pittsburgh next month, Kelly Pack of the Rails-to-Trails Conservancy will be joined by Thomas Baxter of Pittsburgh’s Friends of the Riverfront and Jerry Walls, who chairs the board of the SEDA-COG joint rail authority in central Pennsylvania, to give tips on how to create new rails-with-trails.

While railroads are wary of opening up space near tracks to people walking and biking, there are ways to get through to them. And if advocates in your area aren’t convinced that walking and biking alongside a noisy railroad track is such a great idea, there are arguments to address their perspective, too. Here are eight great things about rails-with-trails.

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One-Day Protected Bike Lane Demos Have Swept America this Summer

A temporary demo during StreetsAlive! in Fargo, North Dakota, on July 15. Photo: Dakota Medical Foundation

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Michael Andersen blogs for The Green Lane Project, a PeopleForBikes program that helps U.S. cities build better bike lanes to create low-stress streets.

This is what a tipping point looks like.

Around the country in the summer of 2014, community groups across the United States have been using open-streets events and other festivals to give thousands of Americans their first taste of a protected bike lane.

From small-town Kansas to the middle of Atlanta, communities (many of them inspired by last summer’s successful $600 demo project in Minneapolis) have been using handmade barriers and relatively tiny amounts of money to put together temporary bikeways that spread the knowledge of the concept among the public and officials.

“Every traffic engineer who touches a street in Oakland, they were all out on their bikes checking it out,” said Dave Campbell of Bike East Bay, who led the creation of maybe the year’s most beautiful demo on Telegraph Avenue there. (Click to enlarge — it’s worth it.)

“We wanted this to look awesome,” Campbell said in an interview. “People would see this and go, ‘That’s f—— awesome. I want that on my street.’

Here are some of the results from around the country:
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The Plan to Build Bicycle Highways Where Cleveland’s Streetcars Once Ran

A local group is proposing repurposing old streetcar rights of way into protected bike lanes. Image: Bialosky & Partners

A local group has proposed repurposing old streetcar rights of way as protected bike lanes. Image: Bialosky & Partners

Like many cities in America, Cleveland grew into its own as a streetcar city. In the early part of the last century, hundreds of miles of streetcars connected all corners of the city as well as its inner suburbs. The streets where tracks carried passengers — Lorain, Superior, Euclid — were the circulatory system of the city, around which neighborhood life was organized.

St. Clair Avenue in Cleveland was once bustling with activity, when it was a streetcar route. A group of Clevelandites wants to make it active again with bike infrastructure. Image: Google Maps

St. Clair Avenue in Cleveland bustled with activity when it was a streetcar route. A group of Clevelanders want to make it active again with bike infrastructure. Image: Google Maps

But around the middle of the 20th century, streetcars gave way to private cars — upending this way of life. Many Clevelanders got in their cars and abandoned historic urban neighborhoods at disastrous rates, moving to former farmlands where they could shop in big box stores. Streetcar tracks were mostly paved over and forgotten, leaving extra-wide streets behind. The retail spaces that lined those routes are now pocked with vacancies.

But some local residents see an opportunity to transform these historically significant corridors back into something vital and attractive. They call their plan the Midway — a proposal to transform former streetcar rights-of-way with landscaped, center-running bike lanes.

“It seems so obvious to me,” said Barb Clint, director of community health and advocacy at the YMCA of Greater Cleveland. Clint is also a board member at Bike Cleveland, the city’s bike advocacy group. (Disclosure: I’m also on the board of Bike Cleveland and have helped promote the Midway in Cleveland.)

Clint is a veteran of the Cleveland public sector and non-profit scene, and she knows the problems with the city’s streets well. ”We have these massive streets, with severely low volumes of traffic. They’re not comfortable to walk along, they’re not comfortable to bike along because people are driving so fast,” she said. ”We can’t preach at people and tell them they should be more physically active if we’re not providing them safe places to do so.”

Two years ago, Clint and another Bike Cleveland board member, John McGovern, came up with the first iteration of the Midway plan. The beauty of the streetcar routes is that they’re nicely dispersed throughout the city. And in almost all cases, the space is ripe for reuse: Cleveland’s streets lack the traffic congestion of larger, growing cities.

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Hundreds Protest After Omaha Mayor Scraps City’s Only Bike/Ped Planner

About 300 people braved rainy conditions to demand better bike and pedestrian accommodations this weekend in Omaha. Photo: Mode Shift Omaha

About 300 people braved rainy conditions this weekend to demand better bike and pedestrian accommodations in Omaha. Photo: Mode Shift Omaha

Despite rainy weather, about 300 people gathered this Saturday in Omaha to protest the city’s plans to eliminate its “bike czar” position.

Carlos Morales, the city’s bike/ped planner, had been recruited from Los Angeles for the job, which paid $80,000 per year. But the new budget proposed by Mayor Jean Stothert eliminates the position, which had been funded for four years primarily through grants.

Protesters demanded three things, said Stephen Osberg, vice chair of the advocacy group Mode Shift Omaha: 1) They want the position maintained; 2) they want a complete streets policy; and 3) they want a citizen’s advisory board for bike and pedestrian projects.

“There’s been a lot of progress made in bicycle and pedestrian planning in the last few years,” said Osberg, including the addition of bike lanes and work on a major trail project. “But we don’t see the sort of systemic change that would indicate the city has fully integrated multi-modal planning into its agenda.”

Stothert responded to the protest by issuing a statement saying the city would establishing an “Active Living Advisory Committee” run by volunteers. But she maintained that the “bike czar” would be eliminated.

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How Bike-Friendly Streets Help Denmark Combat Inequality

danish bike use by income 570

Source: Transportvaneundersøgelsen, DTU Transport. 2011. Currency conversion: 7.69 DKK/USD via OECD PPP charts, 2011.

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Michael Andersen blogs for The Green Lane Project, a PeopleForBikes program that helps U.S. cities build better bike lanes to create low-stress streets.

We don’t have to dream of a country where protected bike lanes and other quality bike infrastructure have dramatically improved life for poor people. We can visit it.

It’s called Denmark, and it’s arguably the most egalitarian country in the world.

Data published online for the first time suggests that bicycle transportation has been part of that triumph.

After embracing cars in the 1950s and 60s, Denmark took a U-turn around 1970 and began using protected bike lanes and low-speed side streets to make bicycle transportation an efficient, comfortable option. Today, this small, prosperous peninsula (whose capital, Copenhagen, is about the size of Columbus, Ohio) has the second-highest biking rates in the developed world after the Netherlands.

Ask Danes what sort of Danish people bike and they will probably say: “everyone.” In a sense, that’s true. But it also obscures something you’ll almost never hear a Dane mention: the massive benefit biking provides to the country’s poorest.

As you can see in the top chart, people of all incomes bike in Denmark, but biking is most common among the poorest Danes.

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Journey Around Copenhagen’s Latest Bicycle Innovations

Copenhagen just keeps finding fun ways to make it easier and more convenient to bike. On a tour with Mikael Collville-Andersen, CEO of Copenhagenize Design Co, I was able to tour some new innovations that have been implemented since I was last in Copenhagen four years ago.

First: If you’ve seen my Streetfilm from the VeloCity Conference 2010 (yes, feel free to watch again here) there is a new busiest bicycle street in the world! The Knippelsbro Bridge boasts 40,700 riders per day! And speaking of bridges, Copenhagen is building six new bike/ped-only bridges to help its people get around easier.

Last month saw the debut of the Cykelslangen “Cycle Snake,” immensely popular with adults and kids alike. You’ll see loads of footage as we travelled back and forth over it. It is truly a handsome piece of infrastructure. Even going uphill seems easy!

You’ll see lots of other things in this Streetfilm that will make you happy — or angry your city isn’t doing more — including wastebaskets angled for cyclists, LED lights that indicate whether riders have to speed up to catch the green light, and a cool treatment for cobblestone streets that helps make biking easier.

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How One-Day Plazas and Bike Lanes Can Change a City Forever

The Minneapolis Bicycle Coalition installed this pop-up lane and intersection treatment at an Open Streets event to show neighbors what a protected bike lane could look like.

The Minneapolis Bicycle Coalition installed this pop-up design at an Open Streets event to show neighbors what a protected bike lane could look like. All photos courtesy of Sam Rockwell.

This post is part of a series featuring stories and research that will be presented at the Pro-Walk/Pro-Bike/Pro-Place conference September 8-11 in Pittsburgh.

Sam Rockwell rides his bike every day from his home in Minneapolis to his office at BlueCross BlueShield of Minnesota in Eagan, 12 miles away, where he spends his days plotting ways to get other people riding their bikes too.

By all accounts, Minnesota is doing a pretty good job on that front. One way Rockwell — and his co-conspirator at BlueCross, Eric Weiss — are looking to make healthy, active transportation even better is by installing temporary “pop-up” infrastructure around the state so people can take new street designs for a test ride.

Despite relatively high levels of biking, Minnesota has somehow neglected to install even a single on-street protected bike lane — though Minneapolis has approved a plan to build 30 miles of them by 2020. Weiss, Rockwell, and the advocates they work with use pop-up installations to help local leaders and residents see how the infrastructure will look.

“We get that, ‘We don’t support it because we don’t know what it is; we’re never going to know what it is because we don’t have any,’” Rockwell said. “There needs to be some way of breaking out of that cycle.”

The pop-up strategy, he argues, is the way. “These are low-cost, quick and easy initiatives,” he said. “And also low-risk, because in the case of the pop-up cycle track, they put it up for one day on a number of different days throughout the summer, and then they just lift it out. It’s non-threatening.”

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