The timing was excellent, because near the end of 2015 the League of American Bicyclists declared Austin a gold status bike-friendly city, the first city in Texas to claim the honor. So let Streetfilms take you on a tour of the bike lanes, greenways, floating bridges, and bike-friendliness of Austin.
By Clarence Eckerson
Last year, the New York City DOT announced a $100 million dollar commitment from the de Blasio administration to humanize Queens Boulevard and make it safer, a flagship project in the city’s Vision Zero initiative. Instead of waiting until the planned permanent reconstruction in 2018 to make any changes, DOT wanted to build in safety improvements immediately. After holding public workshops with communities along the corridor, 1.3 miles of Queens Boulevard have been redesigned, and the changes are already making a huge difference.
If you’re an urban planner, transportation engineer, or advocate wondering just what can be done with what seems to be an irredeemably messed up street, then this is the Streetfilm for you. We got an exclusive tour of the changes with NYC DOT Deputy Commissioner Ryan Russo, going block-by-block over the creative solutions the DOT team implemented. Queens Boulevard is as complicated a roadway as there is: Nearly every block is different. To add a functional bike lane and pedestrian mall seemed highly unlikely. Yet here it is.
I’ll admit, I’m especially excited about this project since I’ve lived near Queens Boulevard for years. I was skeptical when the announcement was made that I would see any truly life-altering change, and even if the city pulled it off, it would take years and years. But the installation has been swift and extremely well thought out. The service road is noticeably slower, narrower, and easier to navigate for people walking or biking. So much so that I was motivated to document the transformation with this Streetfilm, which I hope will be a learning tool that people can put to use in their communities. If you can put a good protected bike lane on Queens Boulevard, then just about any street in America should be in play.
In 2015, no one was killed on Queens Boulevard.
A few days ago I was in Washington, D.C. for a shoot. After leaving Union Station with my gear I made a beeline to check out the newest improvements to the 1st Street bike lane that runs adjacent to the station. I’d heard it was pretty fab, and upon close inspection, it really is.
The separation on this two-way lane varies between three treatments: 1) a concrete curb, which is substantial and well done and runs about half the length of the lane; 2) A combination of green paint, plastic bollards, and armadillos, which all work extremely well in conjunction; 3) paint and plastic bollards for the long block connecting to the Metro Trail. All of the variations feel comfortable on streets where car lanes are narrow and motorized traffic tends not to exceed the 20 mph range.
I was in town to meet up with former D.C. and Chicago transportation commissioner Gabe Klein, who has a new book debuting this week called “Start-Up City” that you should read. We shot some short vignettes, the first of which is above, where Gabe talks about the genesis of the Pennsylvania Avenue two-way, center-running bike path.
But a new generation of transportation officials have shown that it doesn’t have to be that way. Cities can actually “get shit done,” as former DC and Chicago transportation commissioner Gabe Klein puts it in his new book from Island Press, Start-Up City.
Streetfilms and our producer, Mark Gorton, recently got to sit down (and walk around) with Gabe to talk about the ideas in the book, which ties together his career as a transportation commissioner and his experience in start-ups like Zipcar. Start-Up City is filled with advice about how to get projects done quickly while choosing the best option for the public (and, of course, having fun). You can get a flavor for the book in this extensive interview with Gabe.
Full disclosure: Gabe Klein sits on the board of OpenPlans, the non-profit that produces Streetfilms and Streetsblog. This video is made possible by the Knight Foundation.
Founder Rod King MBE reports some amazing statistics: More than 14 million residents of the UK now live on streets with speed limits of 20 mph or less, including 3 million in London. Despite being a very small organization, 20’s Plenty has empowered 263 local campaigns across the UK asking for 20 mph streets. The film captures some of the impact of 20’s Plenty in Central London, Liverpool, and Cambridge. It’s amazing to see energized volunteers deploying all sorts of creativity to get the message out: stickers, banners, yarn-bombing, children’s art, t-shirts. The success has been remarkable.
20’s Plenty is now campaigning for “Total 20 By 2020″ — the goal of making most of the streets in the entire country 20 mph. For viewers in the United States, this film is like a road map for building public support and getting your community energized around lower speed limits.
We did quite a bit of impromptu touring, looking at sidewalks that have been widened, traffic calming techniques that keep speeds at 20 mph, and one of London’s next generation of protected bike lanes under construction.
What I found most refreshing was hearing a public official speak so candidly about how we need to accommodate people first and not cars. Mr. Simmons emphasizes the lesson cities have learned over and over: While skeptics always predict “everything will start to fall apart” when new bike lanes, sidewalk extensions, and traffic calming street redesigns are proposed, “the reality is it never, ever, ever does.”
Yesterday, the Transportation Alternatives Queens Committee hosted the first of what it hopes are many celebratory bike rides down Queens Boulevard, trying out the first 10 blocks of the bike lane installed this month by NYC DOT. When complete, this project will run 1.3 miles from Roosevelt Avenue to 73rd Street. It’s the first phase in what the city has promised will be a thorough overhaul of the “Boulevard of Death,” which is also the most direct east-west route in the borough.
Over the years, many lives have been lost on Queens Boulevard. I spoke to riders yesterday about all the hard work that volunteers and advocates put it in to make this bike lane happen.
Guest Streetfilms journalist Joe Baur was recently in Germany and got to interview advocates about the state of cycling and how Hamburg can achieve its goal of 25 percent bike mode share by 2025.
You can view more of Joe Baur’s work on Vimeo.
In the city of Cambridge, just about an hour’s train ride north of London, you’ll find lots of people bicycling. In fact, the official bike mode share is 22 percent, but advocates believe it’s even higher and could comprise up to 50 percent of all trips in the city center.
More than protected bike lanes, the key to Cambridge’s success has been the management of motor vehicle traffic. For one, the city center is now ringed by a cordon of moveable bollards that only recede for buses, taxis, and some service vehicles. Private cars are not allowed downtown but people on bikes are free to enter at any time — which makes the bicycle the most convenient mode of transportation.
In residential neighborhoods, Cambridge has also tamed cars using a strategy called “filtered permeability” — placing physical barriers at some intersection that divert motorized traffic while allowing other modes to filter through. This prevents motorists from using residential areas as short cuts and encourages cycling. Similar techniques are employed in famous cycling cities like Groningen, Copenhagen, and Amsterdam, and even here in the U.S. in places like Portland and Berkeley.
Cambridge is a growing city, and if new residents choose to drive cars, its streets could become overwhelmed by traffic. So the effort to create better streets for biking and walking continues. Recently, the city has adopted a 20 mph speed limit for most of its roadways, and a new push is on to install much more robust protected bike lanes in targeted areas where cycling feels less safe.
For bonus footage of Cambridge streets, check my post from earlier this week.
A crowd estimated at 1,000 people strong gathered in Union Square yesterday evening to remember victims of traffic violence and call for preventive action at the Vision Zero Vigil, organized by Transportation Alternatives and Families for Safe Streets.
The message was simple: Traffic crashes and the suffering they cause are preventable. We can’t accept life-altering injuries and the deaths of loved ones as unavoidable “accidents.” Robin Urban Smith was there to capture it for Streetfilms.
New York’s streets are getting safer, but not fast enough. With 123 traffic deaths and more than 23,000 injuries so far in 2015, the city has to do better. There’s much more the de Blasio administration can do with street design and traffic enforcement to rapidly reduce the scale of traffic violence. Hopefully last night’s gathering left an impression on DOT Commissioner Polly Trottenberg and NYPD Deputy Inspector Dennis Fulton, who were both in attendance.
Aaron Charlop-Powers, whose mother was killed by a bus driver while she was biking in the Bronx five years ago, closed out the vigil with a call to carry the momentum forward. “We aren’t asking for your condolences,” he said. “We are asking for your action.”