Streetsblog New York City

Transportation planners in Portland, Oregon are taking their famous bicycle boulevards to the next level. By adding more routes and stepping up the traffic calming treatments, the city is not only making these streets more attractive and usable for cyclists, but also for pedestrians, runners, children, and anyone else who gets around under their own power.

These next-generation facilities have been christened “Neighborhood Greenways,” and by 2015, over 80 percent of all Portlanders will live within half a mile of one. The city is counting on these re-engineered streets to reach its goal of increasing bicycle mode share from eight percent to 25 percent by 2030.

Just about anybody who’s biked one of these routes can testify to the safety and peace you experience. You’ll see scores of families and children riding to school with regularity. At any time of day, there’s a constant buzz of activity, and during rush hours you’ll see many more bikes than cars. As Portland Mayor Sam Adams points out, “They’re on a quiet street, where that bike boulevard is prioritized for the bike, not the car.”

On a final fun note, one day Portland may also be able to lay claim to being the birthplace of the “sharrow flower.” What’s that? You’ll just have to take watch this Streetfilm and find out.

We've seen lots of new, innovative bikeway designs appear on New York City streets over the past few years. But there’s one very promising concept we haven't seen -- bicycle boulevards. Bicycle boulevard design uses a variety of techniques to create low-traffic, low-speed streets where cyclists mix comfortably with cars. They’re very popular in Portland and Berkeley, two cities with high bicycle mode-share. Here in New York, though, they don’t seem to be part of the playbook yet. In this Streetfilm we ask: Why not?

We spoke to Mia Birk, who helped introduce bicycle boulevards to Portland. She's also the co-author of a new guidebook to bike boulevard design. Here we explore some of the concepts in the guidebook and show how they might be applied to New York. Outside Manhattan, especially, important cycling routes could benefit from the bicycle boulevard treatment.

The inclusion of $825 million for Transportation Enhancements in the stimulus package should help pay for a lot of bike projects. Writing for Citiwire this week, transportation analyst Sam Seskin suggests investing a chunk of that stimulus money in bicycle boulevards, as opposed to bike lanes or cycle tracks. What are bike boulevards? This week's StreetsWiki entry explains:

Bicycle boulevards are lightly-trafficked streets that prioritize bicycles. Although many routes have no bike lanes, bicyclists are free to use the middle of the street, sharing road space with cars. Motorists on these routes expect to see bicyclists and therefore travel with caution. Designated streets should be distinguished with uniformly colored signs and bold pavement markings.

For novices or younger riders, bicycle boulevards provide a transition between bike paths and high-traffic shared roads. But they are also quite useful for experienced riders because of their reduced traffic and connectivity.

The cost of implementing a bicycle boulevard network is significantly less than constructing bike paths or trails.

In Portland and Berkeley, transportation planners have created bike boulevard conditions by diverting automobile through-traffic and slowing down the cars that remain. The resulting bike-friendly corridors are a key component of Portland's strategy to increase bicycle mode share and expand the appeal of cycling beyond the "young and fearless" demographic.

An organized ride on one of Portland's bike boulevards.

If there was a star at yesterday’s National Bike Summit, it was Portland, Oregon. After Earl Blumenauer, one of the city's congressional reps and a former county commissioner, delivered the morning address, Portland's bike planners and advocates shared their strategies at some of the more urban-focused panels. Portland’s transportation commissioner, Sam Adams -- who is now running for mayor -- was scheduled to deliver a post-lunch plenary, but he canceled with the flu. Instead, a contingent of five other Portland bike luminaries shared the podium.

Two things stood out about the city that has achieved a cycling mode share of six percent and is aiming much higher:

They’re big believers in bike boulevards.

Streetsblog and StreetFilms have covered Portland's bike boulevards before, but I wanted to share some of the reasoning behind them. Portland has essentially set the goal of becoming the Amsterdam of the U.S. (as far as bikes are concerned), and they don’t think that’s possible if they rely mainly on bike lanes on heavily trafficked roads. According to their surveys, only one percent of people making trips (all modes) on Portland streets fall under the category of “fearless” cyclists. The bigger chunk of bike mode share comes from people who have safety concerns, and another huge portion of travelers -- 55 percent -- say they would cycle if conditions were even safer than today.

Their surveys also tell them that what makes people feel safe is biking on low-traffic streets, leading them to convert more streets into bike boulevards. By building facilities where bikes outnumber cars and riders seldom have to stop, Portland’s bike planners believe they can make cycling a desirable mode for trips like, say, taking your kids to the library.

Streetfilms' Clarence Eckerson has been spending a lot of time in Portland learning about the politics, planning, engineering and culture behind that city's phenomenal bike network. Working closely with Greg Raisman from Portland's Dept. of Transportation Clarence produced a half hour documentary called "A Celebration of Portland Transportation." On Saturday, the film was shown on the big screen at Portland's Bagdad Theater.

While Portland is, in so many ways, completely different from New York City, these Streetfilms provide a ton of valuable information for anyone interested in improving New York City's bike network and public spaces. What I find most remarkable is the way in which Portland's transportation officials are really working with communities towards broader quality of life goals. The job of a DOT official in Portland is about so much more than just keeping traffic moving.

Clarence has broken down his documentary into a six, bite-size, Streetfilms. And every day this week we will feature one or two of them here on Streetsblog. If you're a glutton for Streetfilms you can watch them all right here.

Portland, Oregon's Bicycle Boulevards
Running time: 3:08 
Download: 12.12 MB

Bicycle Boulevards in Portland are beautiful, safe and tranquil for bicycling. They are also wonderful streets to live on. Mia Birk, former manager of City of Portland's Bicycle Program (1993-99), and Mark Lear of the Portland Office of Transportation explain a few of the many strategies employed to keep thru-traffic off the boulevards and to make the riders using them safe.

Yesterday I showed some photos of the "Share the Road" Bike Route signs that were recently installed on Fifth Avenue in Brooklyn and that sparked an interesting discussion on different possible ways to design and build on-street bike paths. This summer I was in Berkeley, California for a friend's wedding. NYCSR filmmaker Clarence Eckerson was also in Berkeley recently and we both snapped a bunch of photos of that city's extensive "Bicycle Boulevard" network. For some more ideas of what might be possible in New York City, take a look:

You see these purple Bicycle Boulevard signs all over town. Driving, you are constantly reminded that bicycles are present. Cycling, you really get the sense that the city has a well-connected network of bike routes. In addition to the numerous purple street signs, the stencils are absolutely huge.

Berkeley also has extensive traffic-calming measures in place. Motor vehicular through-traffic is discouraged from using quiet, residential streets and Bicycle Boulevards as short-cuts with these heavy planters like these. Cars and trucks are forced to stay on the major thoroughfares. This often made driving in Berkeley slow and painful. But it's great if your priority is high quality of life, safe bicycling and the ability to play touch football on a neighborhood street.

On the main shopping strips there is tons of bicycle parking.

The BART stations also have excellent indoor bicycle parking. I took this photo in San Francicso, however, not Berkeley:

Keep in mind we're talking about a city with an on-street recycling program and a well-developed, 35-year-old environmental consciousness. This ain't New York. Though, I see no reason why we couldn't be doing these things as well.

Check out this un-signalized midblock crosswalk. I was actually a little bit scared to use it. "You mean, cars are going to stop for me without a traffic signal to tell them to do so?!? I think I'll let these guys cross first..." I could see something like this being useful on, 17th Street in Manhattan to connect the northern side of Union Square to the entrance of the Barnes & Noble store. Maybe we'd need a traffic signal in New York, though.

While Berkeley has all of this great bike infrastructure my main observation was this: New York City is still a far superior bicycling town. Parts of Berkeley are extremely hilly and, in general, it still felt like a car-dominated town. It's California, afterall. I see far more cyclists on the streets of New York than I saw in Berkeley. You've got to think that if New York City built bike infrastructure as good as Berkeley's, cycling might really explode here. I think that New York City is naturally, inherently a much more bikeable city. A little bit of encouragement  and good design would go a long way.

New York 1 reports that a cyclist was killed this morning around 9:40 am while making a right turn from LaGuardia Place to West Houston Street. "Witnesses say the bike rider was trying to squeeze between a truck and a van."

The crash took place near an ongoing $25 million DOT street construction project which, incidentally, is narrowing the median on parts of Houston Street, replacing refuge areas for pedestrians with left-turn bays for cars, and doing nothing to make the street safer or more accessible to cyclists.

Gothamist provides a brief recap of last summer's bike fatalities on and around Houston Street and suggests that we might begin calling it the "Bike Boulevard of Death." Gothamist's comments section has erupted in what has become an all too frequent and predictable post-bike-crash online screaming match between commenters who blame the victim and those who argue that New York City needs to do more to help people commute safely by bike.