- White House Gathers Praise for Its Infrastructure Investment Initiative
- Trust Fund Extension Just Another Crisis in Congress’s Unending Drama (NPR)
- The Future of U.S. Transportation Funding Is in Tolling (Salon)
- No-New-Taxes Pledges Are Handcuffing Congress (Athens Banner-Herald)
- The GOP Betrays the Founding Fathers’ (and Their Own Party’s) Infrastructure Commitment (Salon)
- New Orleans Lays Out 2030 Transit Plan (Times-Picayune)
- Inferior Transit and Bikeability Keeps Miami From “World-Class City” Status (Herald)
- New Twin Cities Green Line Beats Projections (Pioneer Press)
- “This Bicycle Kills Patriarchy”: The Long Love Affair Between Women and Bikes (Neon Tommy)
Buffered bike lanes have been used in some American cities for decades now, and an increasing number of cities are implementing contraflow bike lanes. But only just now are these street designs getting official recognition from powerful standard-setters inside the U.S. engineering establishment.
Late last month, the National Committee on Uniform Traffic Control Devices gave its approval to 11 treatments, including these two bike lane configurations. Committee members also, as anticipated, approved bike boxes and bike signals, which had been considered “experimental,” as well as bike lane markings that continue through intersections.
This opens the way for these designs to be included in the Manual on Uniform Traffic Control Devices. Without recognition in the MUTCD, engineers in many cities are reluctant to install these treatments. Official acceptance in the leading design manual would help make these treatments more widespread — and that will help make American streets safer for biking.
That’s still not a done deal. The committee approval is advisory, and the group’s recommendation will now be sent to the Federal Highway Administration for potential inclusion in the MUTCD. To get final approval, the new guidelines must undergo a rule-making period where they are reviewed by other engineering institutions that have historically been averse to change, like the American Association of State Highway and Transportation Officials.
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.
The most popular bicycle transportation measurement system in the country is hopelessly skewed toward a niche activity.
We refer, of course, to the U.S. Census.
The niche activity: going to work.
Most Americans have jobs, of course. But going to and from work, which is the only bicycle activity the Census measures across the United States, accounts for less than 20 percent of our trips. Huge swaths of the population, including many of those with the most to gain from biking (the old, the young, the broke), don’t have jobs at all.
What’s more, our commutes tend to be the longest trips we take on a regular basis, which puts bicycling out of reach for millions of Americans. Census statistics provide a useful clue about which cities are doing biking right, but a flawed one — especially for the less intensely motivated bike users that U.S. cities have been redesigning their streets to serve.
A 10-month-old computer chip for the Apple iPhone may already be creating a better alternative.
The M7, a chip introduced last year that lets users gather data about their movements even while their smartphones are asleep, is the hardware behind Human, an activity-tracking mobile app that made a splash this month by using its users’ movement speed to create maps of walking, biking, running and motor vehicle transport in 30 cities around the world.
Denver has one of those golden opportunities that many American cities are seizing: An elevated highway that damaged neighborhoods is nearing the end of its life, giving the city an opening to repair the harm.
Unfortunately, as Tanya has reported, Denver seems poised to double down on highway building instead. The city is looking to bury and widen Interstate 70 through the Elyria-Swansea neighborhood, then cap a small section. The $1.8 billion proposal would add four lanes to I-70 — two in each direction — for a total of 10 lanes.
While Denver has been booming in general, the neighborhoods bisected by I-70, which was laid down through the city in the 1950s, haven’t shared in the good fortune. Thanks to the many trucks roaring through and the eyesore of the elevated highway, Elyria-Swansea and nearby communities suffer from excessive traffic, environmental problems, and disinvestment.
Proponents of the highway plan call it a “corridor of opportunity” and are promising a network of parks, open space, and transit. A big sweetener is the proposed 800-foot-long park they say would be built on the highway lid.
But according to community activist and former City Council member Susan Barnes-Gelt, the design does little to mend connections between the two neighborhoods. She says there’s no excuse for widening highways through urban neighborhoods in an age when many cities are choosing to tear them down.
In a Denver Post editorial earlier this year, Barnes-Gelt wrote that under Mayor Michael Hancock, what could have been a big step forward for the city is “morphing back into a highway project.” It’s especially disappointing considering Denver’s recent history of smart planning, she said.
“This is what happens when people that can make a difference don’t pay attention,” she told Streetsblog.
Companies like Uber and Lyft make any car owner a potential paid chauffeur, and their services are increasingly widespread in American cities.
So what should we call these new companies? Abigail Zenner at Greater Greater Washington says the current nomenclature is a bit muddled:
Companies like Uber and Lyft have been dubbing their services “ridesharing.” These companies contract with drivers who can make money by offering rides. Jason Pavluchuk from the Association for Commuter Transportation argued that calling these services “rideshare” made it harder to advocate for other models that more aptly deserve the term, like carpool and vanpool services where people actually ride together.
Uber and Lyft are really new variants on taxi service. They let people use a car they might already own (though Uber is also offering loans to drivers to get new cars), but they are still doing it as a job. If you use such a service, you’re not sharing someone’s car; you’re paying them to give you a ride.
Other companies like Sidecar have envisioned a model where people already driving from one place to another offer rides to someone who happens to be going the same way. That’s a little bit more “sharing” than the app-based taxi-like services.
GGW is asking readers to weigh in on what these services should be called. If not “ride-share,” then what?
Elsewhere on the Network today: Rights of Way reports that Maine DOT still needs to get the hang of accommodating pedestrians and cyclists during construction projects. Naked City writes that North Carolina lawmakers have figured out a new way to potentially derail proposed passenger rail service between Chapel Hill, Raleigh, and Durham. And Strong Towns weighs in on the debate about whether a new sales tax to support transportation projects is the right solution for Missouri.
- Obama Calls for Private Investment in Infrastructure (NYT)
- …But Some Officials Say It’s Not That Easy (Roll Call)
- Can New Orleans Grow Along With Its Transit? (Times-Picayune)
- Isn’t There a Better Term Than “Ridesharing” for Uber and Lyft? (GGW)
- In Seattle, Transit Funding Package Makes It Onto November Ballot (Seattle Times)
- Detroit Prepares to Build Its Streetcar (Detroit News)
- StarTrib Offers a Peek at Future Minneapolis Light Rail Stations
- Denver Area Gets Money Together for Rail Extension (Denver Biz Journal)
- Census Doesn’t Cut It for Tracking Biking Rates (People for Bikes)
- What the U.S. Can Learn From Strasbourg’s Complete Streets (GGW)
For all the hype surrounding driverless cars, no one knows exactly what their broader implications may be. This week one car designer suggested automated vehicles could deal a setback to trends in the U.S. toward less driving and more sustainable modes.
At the Automated Vehicles Symposium in San Francisco, Ken Laberteaux, senior principal scientist for Toyota’s North American team studying future transportation, spoke with a Bloomberg reporter about the potential for unwelcome outcomes, including more sprawl.
“U.S. history shows that anytime you make driving easier, there seems to be this inexhaustible desire to live further from things,” Laberteaux said. “The pattern we’ve seen for a century is people turn more speed into more travel, rather than maybe saying ‘I’m going to use my reduced travel time by spending more time with my family.’”
He said tolling could be a potential solution, but then went on to question the political practicality of that approach. “We’ve created an entire culture and economy based on the notion that transportation is cheap,” he said.
Just as it seemed like a transportation extension was on the fast track to passage, a Tea Party senator from Utah is gumming up the works — and the top Republican on the EPW Committee might have a plan to help him.
CQ Roll Call reports that Sen. Mike Lee is threatening to block progress on the extension in the Senate unless Harry Reid agrees to allow votes on two right-wing amendments.
The first is a classic “devolutionist” maneuver, a measure to gradually reduce the federal gas tax from 18.4 cents to 3.7 cents per gallon and shift the responsibility for transportation spending to the states.
Rep. Peter DeFazio loves invoking the Amos Schweitzer example to illustrate what a bad idea devolution is. In 1956, Kansas and Oklahoma were going to build a highway linking cities in the two states, but Oklahoma didn’t get the money together, so the road dead-ended at the border. “For three years cars crashed through the barrier at the end of this [road] and landed in Amos Schweitzer’s farm field,” DeFazio said on the floor of the House two days ago. ”That’s devolution!”
President Eisenhower’s interstate campaign, the creation of a federal Department of Transportation, and the implementation of a federal gas tax allowed for a national transportation vision to replace a fragmented state-by-state strategy. Federalization is especially important for freight, since states simply can’t be solely responsible for the ports, roads, and railways that are crucial for moving goods all around the country.
Lee’s second bad idea, which he insists the entire Senate get the chance to consider, is the repeal of the Davis-Bacon Act, a landmark labor law that requires developers to pay workers no less than the locally prevailing wage for their work. Conservatives are forever introducing measures to repeal or weaken this law.
Voting on these amendments would slow the process of approving the extension, but probably not as much as not voting on the amendments. If Reid refuses Lee’s ultimatum, Lee says he’ll refuse to allow a quick vote on the extension bill. Any senator can block “unanimous consent,” which is necessary for a bill to find a quick route to a floor vote.
Despite continually growing ridership, Alta Bicycle Share-operated bike-share systems across America will probably not be adding bikes or docks this year. The bankruptcy of Montreal-based Public Bike Share Company, known as Bixi, which developed and manufactured the equipment that Alta’s systems use, has disrupted the supply chain that numerous cities were pinning their expansion plans on.
“New bikes probably won’t arrive until 2015,” reports Dan Weissmann at American Public Media’s Marketplace. Alta Bicycle Share’s founder and vice president Mia Birk told Weissman that the last time Alta received new bikes from Bixi “must have been pre-bankruptcy.”
That puts expansion plans for cities including Chicago, San Francisco, and Washington, DC on hold. Just those three cities had previously announced fully-funded plans to add 264 bike-share stations in 2014. New York and Boston are also looking to expand their Alta-run systems. Other bike-share systems that purchase equipment from Bixi, like Nice Ride Minnesota, have had no luck buying new kit this year.
The shortage of equipment also means that cities that had signed up with Alta to launch new bike-share systems — notably Baltimore, Portland, and Vancouver – won’t launch until 2015 at the earliest. Ironically, new launches that were planned later, like Seattle’s Pronto system, will proceed sooner, as they were designed with equipment not sourced through Bixi.
The good news is that the troubled supply chain for Alta’s bike-share systems looks like it will be rebooted thanks to an infusion of capital. REQX Ventures, a company from New York City that had bid on Bixi, has been in talks to purchase a majority stake in Alta Bicycle Share, according to a report in Capital New York. This should inject new resources, allowing the bike-share operator to upgrade buggy software and overcome the hurdles imposed by Bixi’s bankruptcy in time for 2015′s equipment orders.
Jon Stewart devoted eight minutes to the Highway Trust Fund funding problem in last night’s episode and, in our humble opinion, he NAILED it.
If this doesn’t make you want to pound your head against the nearest hard object, you might want to check your pulse.
Stewart concludes that lawmakers’ response to this easily fixable problem is basically summed up as: “F*** it, we’ll probably all be dead in ten years anyway.” Lawmakers just put a solution off again for another eight months.
This video makes great explainer for all your aunts, uncles and co-workers that are dying to get up to speed on one of the most frustrating and long-running problems in transportation in the United States.