Ride Boldly! » engineering

Update on Minneapolis 2-Way Street Initiative

Julie — Thu, 29 Jul 2010 16:48:13 +0000

Last fall, Minneapolis took Hennepin Avenue and 1st Avenues in downtown from one-way streets to two-way streets. This was a big deal, both from people in favor and people who were horrified.

In the sense of promoting more people coming downtown, it probably was a net good – one-way streets confuse people who are not near them every day and who are in for a special event (theatre on Hennepin, a Twins game, whatev).

They’ve published an evaluation of the conversion. Because this study was performed by the same agency responsible for the conversion, there is a bit of a question of impartiality, but data is at the base of most conclusions:

Bicycle traffic is up, based on user-count metrics.
Allegedly, there have been no bike crashes on Hennepin since conversion, whereas prior it was known as one of the worst ‘bikeways’ in the city because it violated every principle of bicycle lane planning ever created. (I’m a bit dubious that it went from apocalypse to idyllic – I’m wondering about reporting, personally.)
The city claims people have figured out the odd parking/bike lane configuration.

When you dive into the stats, it turns out that bicycle traffic on Hennepin Avenue alone is down by about half. The increase is based on a combination of Hennepin, 1st, and Nicollet. Apparently, some people really liked the bike-lanes down the center configuration on Hennepin – a configuration that almost undoubtedly was a part of the crash statistics, and may have led to more serious crashes due to the physics of bicycle-vs-car based on lane placement and speed.

I think the parking zone/bike lane setup remains the most confusing element of the conversion. Flipping them around does put the bike lane in the door zone, but that’s a more common configuration, and motorists and cyclists typically know where they’re supposed to be in such a setup. The city have stated that they intend to paint all of the shared lanes for vehicles/bicycles green, particularly on Hennepin. Buffer zones are to be added between the bike lanes and parking zones on 1st Avenue to reduce dooring risk and facilitate use of the parking areas by handicapped vans with ramps.

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Recent Headlines

Julie — Fri, 23 Jul 2010 14:15:27 +0000

Pedicab quandary in St. Paul: Basically, pedicabs aren’t regulated in St. Paul, and there’s a question of if adding regulation would protect operators. It probably would, if St. Paul were capable of sensible regulation – something that can be debated.

There are some classic St. Paul-isms in this article that point to that very concept:

The woman and seven officers convened on the scene, where they talked for two hours before reaching a decision to ticket him.

Uh, two hours? Awesome.
Edina Bike Trail Controversy: Edina want to build a bike trail via the Nine Mile Creek watershed/wetland. A bunch of neighbors are opposed. Those opposed to the opposed neighbors are making it out to be NIMBYism. The opposed claim it’s about suitability because of the wetland nature of much of the route. Various groups are building websites and Facebook groups around their positions.
I’m not familiar with the entire run of the trail, but I suspect a middle ground is pretty accurate. The public land is pretty narrow and tends to mud, high water during spring thaw that creates trail erosion and maintenance issues and, of course, skeeters. (It’s a creek!)

There are a couple of quotes around facilities issues in the Strib piece that stick out:

“Just like you don’t put a playground in a parking lot, I wouldn’t put a bike trail on a roadway unless there is completely no other way.”

That’s because when you build it on-street, it’s definitionally not a trail. Depending on construction protocol, there are lots of terms for on-street bikeways. Bicycle facilities encompass a lot more than happy little trails.

For me, it also comes down to a question of purpose. It appears the approach is as a recreational trail. A roadway route has greater merit in connecting bicycles to destinations and driving greater multi-mode adoption. Many end-to-end recreational trails, particularly smaller ones in neighborhoods, don’t actually have a lot of community impact on mode shift. As such, I’d rather see them working on on-street facilities that help connect users to community destinations, rather than happy views of the creek.
Legal Roadblocks to Greenway Extension: A judge has ruled in favor of the Canadian Pacific in a right-of-way dispute over the Ayd Mill railway corridor, a target for those who wish to extend the Midtown Greenway to downtown St. Paul. There is a meeting about ongoing vision and next steps for Greenway extension planning on July 28.

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Cedar Lake Trail in Final Phase

Julie — Tue, 20 Jul 2010 14:36:39 +0000

There’s been a bunch of coverage of the final phase of the Cedar Lake Trail. After years of right-of-way issues, the construction of Target Field, and funding, the final easement to extend the trail to the river has been acquired.

The timing for this is interesting – because of the many issues with right-of-way, as well as building a mile of trail through the densest part of the urban core, this is going to be monstrously expensive. Estimates for the total cost of this last segment exceed $9.2 million dollars, paid via a combination of state funds, federal earmark, donations and even funds from the city of Minneapolis.

A lot of people question this expense, particularly at a time of challenging federal, state and municipal budgets.

One thing to keep in mind is that this won’t ever become any cheaper, short of a zombie apocalypse that devastates that piece of Minneapolis and makes the construction easier. Costs to get the construction going are cheaper now than at any time in the recent past, due to high labor supply.

The maze to get from the de facto current trailhead to the river frustrates many. Some of the city’s recent shenanigans with parking, bike lanes, taking streets two-way from one-way, and etc. haven’t helped. Obviously, this of itself doesn’t justify expense – but the completion has been planned for many years.

Completion is scheduled for November. I am assuming that the extension, like the rest of the trail, will be plowed during the winter, adding to the Minneapolis commuter trail network that is quite workable even in the nastiest months of the year. However, it’s always good to confirm plowing each year – budgets being what they are.

On the Death of the Carpool to School

Julie — Sat, 10 Jul 2010 14:54:30 +0000

One of the key issues in a number of cycling initiatives – Complete Streets, Safe Routes to Schools, etc. – is the concept that fewer kids are bicycling or walking within the community than in days of yore. This is, of course, provably and statistically true.

With a lot of the lines of vehicles waiting outside schools to pick up individual children, there’s a secondary question about the death of carpools. Now, I can see where the existing infrastructure in some places is a huge barrier in having people walk or ride their bicycles to school. For instance, in Anoka County, if your kid were to have to cross MN65, it’s pretty close to a non-starter, even with chaperoning adults. Statistics say that the corridor is just an accident hotbed. However, much as when I was a kid we all walked to school, when the weather was awful, our parents didn’t take us one to a vehicle. The neighbors would coordinate, and we’d pile kids into one or two cars total. At school pickup, if the next-door neighbor leaned out the door and said that she was picking me up too and had talked to my mom, this was also highly credible. (It’s not as though I was taking a ride from a stranger – this was the next-door-neighbor, also picking up her own kids with whom I played every afternoon!)

This doesn’t happen any more. And I think I realized why the other day: Booster seat laws. I don’t see this mentioned anywhere lamenting all the minivans lined up outside schools, but on consideration, it’s absolutely a factor.

Think about it: Kids are supposed to ride in boosters until they are 48″ tall. That’s 4 feet. Many states make this a law. If you start looking at growth charts, most kids will be in boosters for most of elementary school. Parents typically have the proper seating for their own kids, and not to pile all their kids’ friends into the minivan to go to soccer or the pool or school.

There are ergonomic and design reasons for booster seat requirements. However, when you consider the death of the carpool, it raises a question if there is a role for finding a way to create more flexible built-in restraint systems in family vehicles (minivans, SUVs, wagons) that meet established safety standards but allow for loading up a spare kid without use of a booster. Because even with safer routes and infrastructure, this is the midwest, and you won’t always avoid the day where it’s raining sideways and there’s a tornado warning and flash flood watch. Not the nature of things. And on such days, there may always be a role for a parent to pick up a carful of kids, rather than have them use even nice safe streets to get home looking like drowned kittens.

Complete Streets to Become Minnesota Law

Julie — Sat, 15 May 2010 14:37:43 +0000

Governor Tim Pawlenty signed Minnesota’s Complete Streets legislation into law this morning.

The Complete Streets bill is made up of H.F. 2801 and S.F. 2461.

Per the bills – and general definition of Complete Streets from a national policy perspective – Complete Streets considers the needs of all users moving along and across roads, intersections, and crossings in a manner that is sensitive to the local context and recognizes that the needs vary in urban, suburban, and rural settings.

In the case of Minnesota’s Complete Streets legislation, Complete Streets applies to every road construction, reconstruction, or rehabilitation project funded partially or completely by the state.

Federal bills to create similar consideration for federally-funded road projects is still pending as S. 584 and H.R. 1443. Minnesota’s Senators – Amy Klobuchar and Al Franken – have both signed on to S. 584 as co-sponsors. H.R. 1443 is currently co-sponsored by Reps. Keith Ellison (MN-5) and Tim Walz (MN-1). Minnesota’s other Congressional representatives have not yet signed on as co-sponsors. While this is not necessarily a sign that they do not support the legislation, if you live in Districts 2, 3, 4, or 6, consider writing a letter of support to your Congressperson.

Unchanging Red Light Rule Now Law in Minnesota

Julie — Thu, 13 May 2010 19:22:15 +0000

As of April 16, 2010, new rules about bicyclist behavior at unchanging red lights has become law in Minnesota. This is a fairly big deal for cyclists, both because it provides traffic empowerment to bicyclists, but also because misuse of the rule by some cyclists has potential negative publicity value for all cyclists.

SF 2453 and HF 2616 amend Minnesota Statutes 169.06, Subd. 9 to insert the words “bicycle or” into the existing law that allows motorcycles an affirmative defense for proceeding through a red light if the motorcycle is unable to trigger the signal to change to green.

Subd. 9. Affirmative defense relating to unchanging traffic-control signal.
(a) A person operating a bicycle or motorcycle who violates subdivision 4 by entering or crossing an intersection controlled by a traffic-control signal against a red light has affirmative defense to that charge if the person establishes all of the following conditions:
(1) the bicycle or motorcycle has been brought to a complete stop;
(2) the traffic-control signal continues to show a red light for an unreasonable time;
(3) the traffic-control signal is apparently malfunctioning or, if programmed or engineered to change to a green light only after detecting the approach of a motor vehicle, the signal has apparently failed to detect the arrival of the bicycle or motorcycle; and
(4) no motor vehicle or person is approaching on the street or highway to be crossed or entered or is so far away from the intersection that it does not constitute an immediate hazard.
(b) The affirmative defense in this subdivision applies only to a violation for entering or crossing an intersection controlled by a traffic-control
signal against a red light and does not provide a defense to any other civil or criminal action.

The big things to keep in mind is that a full stop is required, and it needs to stay red for an unreasonable time. Cyclists need to use some sense when defining ‘unreasonable.’ Motorist distance on the cross-street is also a consideration.

Jumping the red after resting for 2.2 milliseconds is not the intent of this new rule, and has a risk of increasing cyclists’ reputation for ignoring traffic signals and laws. Use the law in good faith!

Minneapolis Bridge Closures – 2010

Julie — Tue, 30 Mar 2010 17:54:12 +0000

Minneapolis’ Camden Bridge (42nd St N) Bridge is to close shortly for the entire summer, through late October. Vehicular traffic will be detoured to the Plymouth Bridge. Bicycle traffic will be detoured to the I-694 Mississippi River crossing area, although cyclists can also use the Broadway Avenue Bridge or Plymoth Avenue to the south.

This will be especially challenging, as the Lowry Avenue Bridge remains closed/under construction following last summer’s implosion:

(Thanks to Kelly of Adornments with Attitude for the heads up!)

Dividends of the Nonmotorized Transportation Pilot Program

Julie — Sun, 28 Mar 2010 18:18:08 +0000

In the upcoming May issue of Bicycling, Mnneapolis is to be named their top city for cycling – beating out perennial favorite Portland (OR). This was somewhat inevitable editorially, as eventually they needed to shake up the list, and it’s easy to give Minneapolis a few bonus points for the fact that our weather is more of a challenge.

However, looking at this another way, this is a win for the Nonmotorized Transportation Pilot Program (NTPP). Established as part of SAFETEA-LU as advocated for by Congressmen James Oberstar (D-MN), the program provided $25 million to each of 4 communities to demonstrate how improved walking and bicycling networks can increase rates of walking and bicycling in communities.

During the National Bicycle Summit, this program was spotlighted in several ways. The Minnesota delegation was privileged to meet with Congressman Oberstar’s Chief of Staff and legislative director, who discussed some of the history of the program. A core piece of the NTPP is that it provided for federal study of mode-shift – key to overcoming objections from some that most studies have been done by local advocacy groups who may not be wholly objective. The pilot report is due in September, but Congressman Oberstar’s staff do not believe it will come through until year-end at the most optimistic.

The Congressman is a strong supporter of the NTPP, but between the lines is was suggested he cannot support expansion prior to the report’s availability due to the commitments he made relative to the original pilot funding’s passage.

This ties into the second spotlight at the NBS for the NTPP: On March 2, a week prior to the Summit, Congressman Earl Blumenauer (D-OR) introduced H.R. 4722, the Active Community Transportation of Act of 2010. The ACT Act calls for “the Secretary of Transportation to carry out an active transportation investment program to encourage a mode shift to active transportation within selected communities by providing safe and convenient options to bicycle and walk for routine travel, and for other purposes.” It amounts to an extension of the NTPP.

As part of the Summit, many state delegations asked for cosponsorship for this bill. As a result, a Bill that started with 6 co-sponsors is now up to 27. The bill has been referred to the Transportation Committee, chaired by Congressman Oberstar, where is is likely to remain until the NTPP report comes out.

However, in the meantime, if you’re excited about Minneapolis cracking the top of Bicycling’s top cities for cycling list, or live in another city you’d like to see get funded to make similar strides, consider writing your Congressional delegate to support HR 4722. Your best bet is to ask them to co-sponsor the Bill – this is the most immediate supportive action a Congressperson can take.

Even if it takes some time to come out of committee, having solid national support will help drive the bill through the Committee and through Congress when the time is right.

Ray LaHood Announces New Transportation Policy

Julie — Mon, 15 Mar 2010 19:19:16 +0000

I’m still processing my volumes of notes from the National Bicycle Summit, and working on posting summaries. For those who know me, I don’t TAKE notes, so the fact that I have 40+ pages of them should be seen as a sign.

In the meantime, there are some video embeds of Ray LaHood standing on the table at Thursday’s social with Congressional Staff and some core new policy changes, posted at the FastLane blog.

Something the Minnesota delegation emphasized when meeting with Minnesota lawmakers in Washington DC is that most road projects directly and indirectly subsidize automobile use and dependence on fossil fuels and foreign oil. We aren’t anti-car, but we want to see sane planning regulation and principles that give our families and communities safe choices, especially for the large number of daily trips that are within 1-2 miles of our homes.

The new policy guidelines announced today echo that position:

The DOT is integrating the needs of bicyclists in federally-funded road projects.
The DOT is discouraging transportation investments that negatively affect cyclists and pedestrians.
Projects are encouraged to go beyond the minimum requirements and provide facilities for bicyclists and pedestrians of all ages and abilities.

Under the new guidelines, state DOTs and communities are being asked to treat walking and bicycling as equals with other transportation modes, protect and plow sidewalks and shared-use paths the same way roadways are protected, and improve nonmotorized facilities during maintenance projects.

This is all great stuff.

I’ll hopefully be posting my summary later today of the meetings the Minnesota attendees had with Minnesota’s members of Congress, and what you can do to support legislation that furthers these great policy initiatives announced today by Secretary LaHood.

National Bike Summit Opening Session

Julie — Thu, 11 Mar 2010 02:53:52 +0000

Speakers:

Congressman Earl Blumenauer (D-OR)
Governor Jack Markell (D-DE)
Peter Rogoff, Administrator of the Federal Transit Administration
Peter Birch and Shannon Guyman, Google

League of American Bicyclists Director Andy Clarke kicked off the proceedings bright and early at 8 AM, clearly freshly caffeinated and excited by having over 700 bicycle advocates and friends of the cycling movement in the house at the Ronald Reagan Building/ITC in Washington DC. He handed it over fairly quickly to Congressman Blumenauer. The Congressman stressed the great strides the bike/pedestrian movement has made in the last 10 years, but also stressed that the need for ongoing involvement and more involved people remains great.

A few highlights from the Congressman from Oregon:

He presented the plans for bike lane striping on Pennsylvania Avenue in Washington DC, linking the Capitol and White House.
He touted the introduction of HR4722, the Active Community Transportation Act (or ACT Act!).
Discussed HR4021, an extension of Safe Routes to Schools that expands funding to high schoolers.
Discussed HR3271 Green Routes to Work, and stressed that part of building a bicycle- and transit-friendly America is providing citizens with choices as to how they travel to and from their everyday destinations.

A key message is that we aren’t anti-car, but that much of the funding and legislation has tilted the playing field in favor of the car – even though 30% of all car trips are less than 1 mile! Most people say they would bike or walk more if they felt it was safe or that facilities were available to make it possible (like sidewalks in subdivisions).

Governor Jack Markell of Delaware was next up. Among his campaign events was a bicycle ride across Delaware. He’s especially proud that DE went from 31st most friendly state for cyclists to 9th in only a year. One of the components of that was the passage of a Complete Streets bill to encourage developers, landowners, cities, counties and the state to work together to plan communities and roadways to accommodate all users.

He also discussed the teen labor that work in Delaware beach towns over the summer – many from Europe – and the unique safety issues they’ve presented, and how the state has addressed those issues with education.

He capped his part of the presentation with a top 10 list about riding in Delaware:

You can brag to friends about riding across the state in a morning.
Hills – they’re nice, but they block the view. No issues with that in Delaware!
It’s fun to drop the Governor on rides.
Scrapple.
Punkin Chunkin.
It’s easy to outpace chickens on the roadside.
All their transit buses have bicycle racks.
Politics end on bikes (although he says Republicans have nicer bikes).
You can ride through lots of spray irrigation systems on hot days.
On windy days, you can draft behind fancy Washington DC lawyers on Route 1.

Peter Rogoff, of the Federal Transit Administration, spoke next.

He talked about how policies and programs have to address the new reality. People want choices as to how they get around. Transit use boomed when gas went up to $4/gallon, and has stayed high even as prices have dropped. Many families have dealt with the recession by downsizing – getting rid of a car and going with only one, or no, car.

Cycling and transit, together, create a powerful combination for many families. They need to work together seamlessly and be a credible option.

Thanks to the Recovery Act, transit spending rose 84% in a single year. This has really helped given that many communities have had funding struggles for transit due to the recession’s impact on property tax revenues and other tax streams.

Administrator Rogoff stressed several things:

The potential role of bicycles in the First Lady’s campaign against childhood obesity – if kids can ride, they won’t get fat.
The need to continue investing even though revenues are tight – transit makes jobs reachable, transit creates jobs.
Bicycles and multi-modal options need to be built-in.

The morning session ended with the Googlers presenting the new Google Maps for Bicycles options, covered separately.