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Posts from the "Bicycle Infrastructure" Category

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Four Mayors on Why They’re Building Out Their Cities’ Bike Networks

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Mayors Michael Nutter of Philadelphia, AC Wharton of Memphis, Bill Peduto of Pittsburgh, and Jennifer Selin of Morgantown, WV, kicked off the Pro Walk Pro Bike Pro Place conference today.

A growing number of mayors want to make big strides on bike policy, and they need smart advocates to help them do it.

Mayors Michael Nutter of Philadelphia, Bill Peduto of Pittsburgh, Jennifer Selin of Morgantown, and A.C. Wharton of Memphis addressed the opening session at the 2014 Pro Walk Pro Bike Pro Place conference, now underway in Pittsburgh. The mayors highlighted their own cities’ efforts to create safer conditions for biking and walking, and shared their thoughts about how their cities have overcome key obstacles and how advocates can make an impact.

In all four cities, mayors called investment in walking and cycling infrastructure a smart long-term policy with numerous community benefits. “It’s healthy, it’s good for the economy and our citizens,” said Philadelphia’s Nutter. They each cited constructive partnerships with advocates, and intensive listening to community concerns, as keys to advancement. Selin of Morgantown said, “I enjoy bicycling, but I can’t put it forth as my own agenda. It has to come from the community.”

Each mayor also highlighted how their bike networks will bridge social divides within their cities, and they pointed out that city mayors, unlike legislators, are obliged to make things work: “We’re the government of last resort,” said Memphis’s Wharton. “We can’t pass our responsibilities down to anyone else.”

Martha Roskowski from PeopleForBikes led off by introducing Isabella, a fictional 12-year-old girl. She urged planners and advocates in the audience to design bikeways that people like Isabella would enjoy — and highlighted how protected bike lanes have multiplied across the country. Yet in city after city, advocates alone can’t build new bike networks. “The single determinant” that best ensures success, Roskowski said, “is a really great mayor.”

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Cyclists and Pedestrians Now Make Up a Huge Share of Flushing Ave Traffic

Flushing Avenue before and after the installation of buffered bike lanes. Photos: NYC DOT

Flushing Avenue before and after the installation of buffered bike lanes. Photos: NYC DOT

Biking has skyrocketed on Flushing Avenue by the Brooklyn Navy Yard since the installation of bike infrastructure in 2010, according to new counts released by the Brooklyn Greenway Initiative. The route is slated for more biking and walking upgrades as the city builds out the Brooklyn Waterfront Greenway.

Cyclists and pedestrians comprised 25 percent of traffic on Flushing Avenue at Waverly Street on June 20, a Friday, and 41 percent of total traffic on August 16, a Saturday.

Bike traffic has risen with the addition of cycling infrastructure on Flushing Avenue and Williamsburg Street West, where preliminary segments of the greenway have been installed. Before any bike lanes existed on Flushing, DOT counted “more than 300″ cyclists on a summer weekday. A combination of buffered and protected lanes were installed in 2010, and this June, Right of Way counted nearly 3,000 cyclists in 14 hours of closed circuit TV footage of Flushing and Waverly.

From the BGI press release:

On June 22, 2014, 2,966 bikes passed this stretch between 7:00 am and 9:00 pm. During the same period 1,030 pedestrians and runners passed and 12,046 vehicles passed.

In the August weekend count, Right of Way tallied more than 4,000 cyclists and a combined bike/ped mode share of 41 percent.

Next up is a major capital project, in the works for several years, which will bring a mile-long two-way bikeway to Flushing Avenue that will connect the Manhattan Bridge approach, DUMBO, and Farragut Houses to Williamsburg Street West, Kent Avenue, and Williamsburg/Greenpoint. The project will also narrow pedestrian crossing distances by around 20 percent.

“Each time new improvements like this occur and new connections are made we see a jump in greenway user volumes,” said BGI co-founder Milton Puryear in the release. “We anticipate another big jump when the Flushing Avenue capital project is completed.”

The Department of Design and Construction website says work on the project will start this fall, but Puryear told Streetsblog he’s expecting construction to begin in 2015.

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Eyes on the Street: It’s Not Easy, Being the Right Shade of Green

Photo: Julia Day

Does something seem… off? It’s not just you: This is not the standard color DOT uses for bike lanes. Photo: Julia Day

With construction on the massive Third Water Tunnel shifting east along Grand Street, the section of the street through Soho, Little Italy, and Chinatown is getting repaved for the first time in years. Along with the new surface comes restoration of Grand Street’s protected bike lane — this time with a twist: Unlike other NYC bike lanes, this lane is being repainted in a bright, Kermit the Frog shade of green.

DOT, which lays down a more bluish-green color on its bike lanes, directed questions about the hue to the Department of Design and Construction, which is in charge of the Grand Street reconstruction. (DDC hasn’t yet responded to a request for comment.) While this color scheme may be closer to the green on display in some other cities, it appears to be the DDC’s shade, not the new standard in bike lane tinting here in New York.

Photo: Clarence Eckerson Jr.

I am green. And it’ll do fine. It’s beautiful! And I think it’s what I want to be. Photo: Clarence Eckerson Jr.

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Eyes on the Street: Our Long PPW Bike Lane Nightmare Is Almost Over

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Repaved sections of Prospect Park West are being striped, with orange barrels marking the bike lane in the meantime. Until now, the lane had been erased, pushing northbound cyclists onto the sidewalk or into head-on traffic. Photo: Heather Boyer/Twitter

Lesson learned? Last week, DOT wiped away the Prospect Park West bike lane for street repaving without installing any temporary cones to preserve the bike route during construction. Drivers parked at the curb, pushing northbound cyclists into oncoming traffic or onto the sidewalk. Now, DOT has demarcated the bike lane with orange cones as it re-stripes the road.

There can be a gap of at least a month between repaving and restriping lanes and markings, including bike lanes. The wait on PPW should be shorter. Word on the street is that DOT expedited the job in response to complaints.

As of today, some but not all of the striping is back on the avenue’s northern blocks, with orange cones to the south. The cones direct drivers to the correct lane for parking and clear the bike lane to cyclists — something DOT should have done from the start.

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

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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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Eyes on the Street: DOT Replaces PPW Bike Lane With Parking

This is one of New York City's most famous protected bike lanes. Photo: @NoBikeLane/Twitter

This is one of New York City’s most famous protected bike lanes on a busy August day. Photo: @NoBikeLane/Twitter

During the warm summer months, lots of New Yorkers decide to hop on their bicycles and head for the nearest bike lane. That’s also when the city does much of its street repaving, and new asphalt is coming to Prospect Park West. But instead of maintaining the heavily used bike path with temporary materials, our bike-friendly DOT has decided that one of the city’s marquee bikeways will be erased for more than a week during one of the busiest cycling months of the year.

It’s a temporary victory for Neighbors for Better Bike Lanes.

Bike riders started reporting the closure yesterday. There was no advance notice of a detour. DOT says milling was completed today. Repaving, which the agency expects to be complete within seven business days, will begin Monday. The department’s paving schedule for next week indicates that crews will be working between Union Street and 20th Street in two sections, first north of 14th Street before moving south [PDF].

Some small white signs printed on white letter paper have been taped to nearby posts. ”Bike Lane Temporarily Closed,” they say. With the bike lane erased, drivers have begun parking at the curb, pushing cyclists into mixed traffic with car drivers. This is especially dangerous for northbound cyclists, who are now traveling head-on into traffic before ducking behind the street’s concrete pedestrian islands for protection.

As an alternative during construction, northbound cyclists can use Eighth Avenue. Riders looking for a route with less car traffic must detour to the more circuitous Prospect Park loop, which offers a series of inclines through the east side of the park.

This situation could have easily been prevented by installing cones or barrels after the street is milled but before new striping is installed. DOT did not answer questions about whether it considered maintaining the bikeway during this period with temporary cones.

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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 East Bay Bike Coalition, 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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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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