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Invisible Cyclists Are Invisible

julie — Tue, 03 Jan 2012 21:59:27 +0000

So, here we are. Minneapolis gets recognition and awards for its bike culture. Bicyclists, woo!

And once again, the new year highlights that there is a very real differentiator between “bicyclists” and “people who bike.” This differentiator can be fatal, as in the case of Kerry Steven Baker. Mr. Baker was killed pre-dawn on New Year’s morning, riding northbound in the southbound lanes of the 4700 block of East River Road, near the Anoka County Riverfront Park. He was hit by a plow going southbound in those southbound lanes.

News reports are calling out that he had no lights and no helmet, but not calling out that much like lacking a headlamp in the dark, riding against the flow of traffic is contrary to Minnesota state regulations for bicycle use. Nope, it’s all about the helmet!

Further revelations (via Fridley Patch) indicate that the deceased had a long criminal record featuring many kinds of violations that would preclude driving a car legally, although nothing has outright stated that he lacked a driver’s license.

These sorts of accidents really call out the people who aren’t touched by “bicycle culture!” as is so frequently touted in mags like Bicycling, or on sites like Grist or Streetsblog, which speak to a certain level of audience. These people get lost in things like the annual bicycle counts for the Non-Motorized Transportation Pilot Program, because they don’t use “commuter” routes, and are often out at irregular times. Often, these people don’t speak great English, use sidewalks, don’t wear helmets, don’t have lights, etc.

There is much to be said that making roads safer for bicyclists also makes it safer for people who bike. But most communities remain stuck on the how of reaching many of the people who bike, because they are so outside of their experience. Some communities don’t even recognize/realize the need.

At the end of the day, the cycling movement really needs to work on empowering people beyond the spandex-clad, the hipsters, the young, and find ways to reach out to people who feel forced to ride, and people who think riding is out of reach, such as many women, people with kids, etc. It’s a hard problem. But the first step is recognizing the need, and not getting too caught up in congratulations, awards, and circle-jerking within the core community of bicyclists — a group who often look down on people who bike, and a group who people who bike often feel no kinship with. We’re all on these roads together.

Edit/Addition: The section of road where this cyclist died is highly bikeable, and there are several off-road routes that overlap, but are unlikely to have been passable immediately post-snow. A lot more of this accident is on wrong-way riding and a lack of lights — both of which can be taught. This accident was by no means a facility issue.

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MinnesotaGO Releases Draft Vision; Schedules Hearing

julie — Wed, 28 Sep 2011 14:53:28 +0000

MnDOT, via the MinnesotaGO project, has been working on a draft vision for transportation over the next 50 years in Minnesota. Following the state-wide MinnesotaGO public meetings for the project, they have now released the draft statement for the vision.

Draft Vision – MinnesotaGO (PDF)

Now that the vision has been drafted, MnDOT has invited participants in the process and interested bystanders to a public hearing to be held on October 4, 2011, from 4:00-5:30 PM. Participants can get involved in one of three ways:

Live, at the Transportation Bldg., 395 John Ireland Blvd, Room G15, in Saint Paul.
Online, using Adobe Connect. To participate, go to http://mndot.adobeconnect.com/minnesotago/ The Adobe Connect meeting will be open beginning at 3:30PM on the date of the meeting.
Via via videoconference at MnDOT offices statewide.

This is an interesting exercise in public feedback. It will be interesting to see how this hearing influences the current draft — and what the actual outcomes of having this vision will be.

Bicycling in Minneapolis: A Slightly Contrarian View

julie — Sat, 27 Aug 2011 15:00:12 +0000

So, there’s been a bunch of buzz about Minneapolis and bicycles lately. Grist is all a-flutter about Minneapolis as a bicycle town. There’s the kerfuffle about the Minneapolis bicycle coordinator hiring, as evidenced in this Star-Tribune story (and the Minneapolis Bicycle Coalition’s recommended response). There was a bunch of gushing praise about bike-sharing and infrastructure following the Safe Routes to Schools conference.

Regardless of how one approaches the coordinator issue, one thing is going to become more and more clear in the near future. Minneapolis has become used to being able to do big, fancy stuff for bike/ped infrastructure thanks to being one of the pilot sites for the Non-Motorized Transportation Pilot Program (NMTPP). And the Grist article rightly calls out that progress in Minneapolis has been both due to investment and commitment. But the future holds a lot more commitment than funding to do much.

Realistically, the NMTPP is not going to be extended. Hell, right now on the federal level there is debate about even extending the gas tax (once practically considered automatic), let alone keeping dedicated funding for cycling in the transportation bill. The odds on the pilot program becoming a program program and spreading to other municipalities, let alone getting more funding? Fairly laughable.

Minneapolis and Saint Paul are also reeling from reductions in Local Government Aid from the state of Minnesota. Finances are a struggle. There’s not going to be generous additional funding from the cities — and not just because of the kinds of reactions seen in the comments on the Star-Tribune story about the bicycle position with the city, although you have to believe that’ll factor in, but also because these are cities having issues with basic street maintenance right now, let alone improvement and upgrades. When you can’t fill a pothole or buy a new snowplow to replace one that is at double its recommended service age, fancy street upgrades aren’t likely either. The ROI of bike improvements versus other improvements isn’t an issue when there are no improvements being made.

The seriousness with which Minneapolis treats bicycle safety and infrastructure is great. It will make a difference going forward. There are plenty of ways the bicycle coordinator position can continue to impact cycling in the city, and work on improvements. But I think cyclists locally are going to have to get used to improvements being less showy. Funds may still be available from various sources and grants, but the net total will be far less than previous. You’ll likely see more paint, and less concrete.

At least until economic conditions improve.

Fridley: Maybe We’ll Actually Use that Grant Money, Eh?

julie — Fri, 26 Aug 2011 14:54:55 +0000

So, in this week’s news, Fridley is “considering adding bike lanes and sidewalks to three blocks on Main Street near the Northstar Station.”

To which I can only say: Seriously?

For those of you paying attention, during the 2011 Minnesota Bicycle Summit, Fridley was given a $110,000 grant from Bike Walk Twin Cities to do just this. At the time, it was said the city intended to invest $67,000 of its own cash in the project.

Six months later, Fridley is having public meetings to discuss MAYBE doing this?

What a glorious fate for this grant money.

The public meeting will be at 7:30 PM on September 15, in the Fridley City Council Chambers at 6431 University Ave. NE, Fridley, MN 55432. Please show up and join me in saying: WHAT.

On the Sidepath to Nowhere

julie — Tue, 02 Aug 2011 16:28:34 +0000

In Anoka County, work has been being done on County Road 14, especially in the segment from US 10 to the west to Central Avenue to the east. A big overpass was built over Central a year or two back, and now lots of repaving and road improvement has been going on. I was out there checking it out.

The road previously had okay shoulders for riding, although once you pass US 10 it’s no shoulders, and straight through a retail district with multiple driveways in every block. In the newly paved sections, the shoulder is slightly narrower, but in better shape thanks to new pavement. In addition, as you pass Coon Creek Boulevard, there is now a sidepath.

I can be anti-sidepath for safety reasons, but in semi-residential areas they can have a lot of value relative to giving kids a slightly better place to be than a sidewalk, which is generally narrower than a sidepath. In this instance, the sidepath basically starts in someone’s driveway not far past the big Lowe’s on Main/County 14, and then dies an abrupt death at Hanson Boulevard. New road pavement continues up to University Avenue, after which the road is closed for major work.

The issue with this sidepath is it really doesn’t GO anywhere. Hanson is okay in sections for riding, but most parents are probably not going to be keen on their kids using the street there due to speed and general conditions. Main keeps going and goes up to Bunker Hills, which is a nice destination including a park and a water park. But the sidepath doesn’t go there. Once you get past Hanson going east, your choice is a narrow shoulder (it might be a full 4-foot, but it doesn’t look that way by eyeball). It doesn’t look as though there are plans (or right-of-way) to extend the sidepath further east; I haven’t found more info as yet. Still looking.

I understand issues with easements and right-of-way. But at the same time, I have a hard time calling roads like this complete streets, even though I see it happen. When your sidepath goes nowhere, what purpose does it serve?

Continuous Parking Shenanigans in Blaine

julie — Tue, 05 Jul 2011 15:32:21 +0000

Previously, I have covered the challenge faced by the suburb of Blaine in managing parking for its newest city park, Lakeside Commons Park.

The city has decided, after some debate, not to buy a very large new parking lot and slap down yet more pavement… this year, at least. Instead, starting in June, Blaine residents could get a free parking permit for the existing lots. Non-residents could get either a single-day parking pass for $5, or a full-season pass for $20. To park at the park, you must have a permit. But having a permit does not guarantee you a parking spot.

The city hopes that this system will allow them to measure if demand is truly Blaine residents — this is a city park — or non-Blaine residents, treating it more as a regional park.

Parking policy is only being enforced from 10AM – 6PM.

The whole thing is pretty ridiculous, as can be seen if you read coverage of the council meeting in which this plan was developed. The park is hard to access via any means but car, because while Blaine asked developers to set aside this land for park use, Blaine itself is a very difficult city in which to cycle or walk between destinations. There are some very random bike paths that go pretty much nowhere, and much of the city lacks sidewalks. Several major roads also create challenges for even experienced adult cyclists.

It’s another fine example of how poor development choices — even those driven by good intention, such as having housing developers set aside parkland — and an emphasis on vehicular traffic create new issues for cities. By subsidizing parking, even in places intended for active enjoyment, we’re creating a self-reiforcing system of stupid.

Getting Cross About Crosswalks

julie — Wed, 15 Jun 2011 13:00:57 +0000

via http://www.tcstreetsforpeople.org

Our pals at Twin Cities Streets for People recently highlighted the not-a-crosswalk-crosswalks now in existence along the Cedar Lake Trail. I’ve ranted some about this in the past.

Minnesota state law is pretty clear about how crosswalks work. The key pieces of law that define crosswalks, as well as regulate behavior of road users and pedestrians as regard crosswalks, are found in Minnesota Statute 169.21. The highlights of that statute include:

If there’s a traffic signal, obey it.
If there is no signal and a marked crosswalk at an intersection (or anywhere else), drivers must stop and yield the right-of-way to a pedestrian crossing the roadway.
If there is no marked crosswalk at an intersection without a traffic signal, drivers still must stop and yield the right-of-way to a pedestrian crossing the roadway.
Pedestrians who cross between intersections must yield to vehicular traffic (and are taking their own lives in their hands).

Basically, the statute says that if there is an intersection, whether there’s paint or not, there is a crosswalk.

In the case of the Cedar Lake Trail, which now has signs declaring the at-grade street crossings NOT CROSSWALKS, past arguments for the not-a-crosswalk theory is that these aren’t intersections. If it’s not an intersection, what is it? At several crossings, an issue would be this latter section of 169.21:

Between adjacent intersections at which traffic-control signals are in operation pedestrians shall not cross at any place except in a marked crosswalk.

At several points, this would create an expectation that someone would right- or left-turn off the trail, go to the adjacent controlled intersection, cross, then return back to the trail. What?

Another argument is that cars needn’t stop for cyclists in crosswalks. I don’t know where that argument comes from. It certainly doesn’t come from Minnesota Statute 169.222, which says:

A person lawfully operating a bicycle on a sidewalk, or across a roadway or shoulder on a crosswalk, shall have all the rights and duties applicable to a pedestrian under the same circumstances.

Basically, what this says is that 169.21 applies to bicycles legally using crosswalks.

Meanwhile, as the final extension of the CLT was opened, it was proclaimed to be a “bicycle freeway.” Gosh, under law, that sure sounds like an intersection, then.

Beyond all this, the rule for vehicles is that they’re supposed to yield at this kind of crossing. Are there special signs on the roadway telling them to floor it on through? This doesn’t just represent an exception for the pedestrians and cyclists using the trail, it demands that motorists behave differently than the law would require in every other crossing situation. It adds a level of decision-making complexity for the operators of motor vehicles!

No one’s taken on the signs as yet. I don’t know of any opinion from MNDOT or an appropriate authority that says that a municipality can just declare a trail crossing not an intersection/crosswalk. At the same time, without some thwack from the long arm of the law, the signs are sure to stay up. While many of these at-grade crossings are poorly constructed, have questionable visibility, and rate as downright dangerous… declaring them ‘not crosswalks’ doesn’t seem to address any of the real issues.

Bike to Work Day Safety Tips

julie — Thu, 09 Jun 2011 02:30:26 +0000

Thursday is Bike to Work Day in Minneapolis, and whether it’s your first time bike commuting or you’re a regular, here are some tips to make your commute safer:

Try to pick streets with reasonable speed limits of 20-35 mph when possible, with a wide lane or dedicated bicycle infrastructure like a bike lane. On faster roads, look for a good shoulder or an extra-wide lane.
Stop at stop signs. Bikers who are seen blowing stop signs give all of us a bad name. Knockitoff, ‘kay?
Signal your turns. This is typically done left-handed, for greatest motorist visibility.
Avoid getting to the right of a right turning car when you’re planning to go straight in those tricky Straight-Right Turn Option lanes.
Wear visible clothing. Reflective strips may not be on the runways in Milan, but hospital gowns are really un-chic. Bright colors are also a good plan.
If you’re planning a maiden voyage tomorrow, check your bike out before you go. Is the chain tight, the tires inflated, the seatpost raised so that you get full leg extension when pedaling? Yeah, get that all done. If you miss Bike to Work Day tomorrow, you can declare another one any time you want, and it’s more fun with a functional bicycle.
Have a plan. Do you sweat? Do your coworkers not want to smell you? Have a plan for how you’ll make yourself pleasant and office-appropriate. (Seriously, even in casual offices, people don’t like you if you smell.)
Don’t use your phone or text while riding. Sheesh.

The League of American Bicyclists offers additional sage advice for riding better. The Bicycle Alliance of Minnesota often offer various courses throughout Minnesota to encourage Minnesotans to have fun on their bikes.

There are several events for Bike to Work Day tomorrow, with celebrations at REI Bloomington for Bloomington strip commuters, Hennepin County Center in downtown Minneapolis, and Rice Park in Saint Paul. These are several additional celebration locations for smaller events noted on the Bike Walk Week web site.

Transit & Minnesota’s Continued Budget Kerfuffle

julie — Wed, 18 May 2011 17:19:26 +0000

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As Minnesota rolls towards budget impasse and probable governmental shutdown, it’s interesting to make note of some of what’s been going down in regards to transit. The legislature has slashed Twin Cities transit funding, although it’s hard to say if that slashing survives in the governor’s office. This is an easy vote to make for many legislators, since they represent outstate districts.

The Star-Tribune published the results of a Minnesota Poll about the budget this past Sunday. In it, many respondents targeted mass transit as a key area for cuts:

For budget cuts, nearly half set their sights on a single target: mass transit.

Asked to choose among several options, 48 percent of respondents favored transit costs as a prime target for cuts. Fifty-nine percent of Republicans said it should be the first area cut.

Luckily, in its analysis, the Strib also called out one truth about transit cuts:

Transportation was the most popular cut, but too little is spent there to achieve meaningful savings. Advocates howled last week when House and Senate leaders slashed Twin Cities bus and rail funding. The total savings — $109 million — is a tiny sliver of the state budget.

Much as outstate legislators can easily vote against transit funding, Minnesota Poll respondents include a proportional respondent base from outside the Twin Cities. Even many suburbanites who may be represented in the poll can easily point to transit to be cut if they themselves are not users of transit.

This “it doesn’t impact me” approach to cuts is short-sighted. Having solid transit within core cities is good for a state as a whole. Providing multiple modes of transportation within core economic zones allows for greater worker mobility. It gives employers access to a better labor pool. It makes staying in state a more attractive option for college graduates and improves the labor pool. It reduces pollution impact, which is systemic within a region, not just within municipal borders.

It’s also worth observing that some people don’t use public transit because reasonable transit is not available to them. That’s an investment issue. When more people can be moved in fewer vehicles, whether buses or vanpools or train cars, it reduces overall congestion versus single-user carriage on roadways.

Transit is actually good for the business climate. A good business climate in the cities lifts the state as a whole. It is actually that simple, even though you can go into a lot more economic detail — and urban planners can and do. And the relative subsidy of transit is nothing compared to the absurd level of subsidy built into gas pricing, let alone the cost of roads and bridges.

$109 million is also fairly minor compared to the amount the state and Ramsey County are proposing contributing to a football stadium that will require significant road enhancements — and that is served by no existing mass transit.

It’s hard to say where the budget ends up. But to be in favor of transit cuts because “I don’t use transit” is short-sighted and wrong. When more people can get around in more ways, the better it is for users of every mode.

2011 Bicycle-Friendly America Updates

julie — Tue, 03 May 2011 14:07:12 +0000

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In honor of National Bike Month, the League of American Bicyclists has announced the latest round of Bicycle-Friendly America awards as relate to cities (they updated universities and businesses during the National Bike Summit).

The changes in Minnesota are largely cosmetic. The City of Minneapolis received an award upgrade from Silver to Gold in its Bicycle Friendly status. The cities of Apple Valley and Mankato/North Mankato received Honorable Mentions for their applications, but no medallion status.

It’s important to remember that the Bicycle-Friendly America program is only part of the picture of bicycle-friendliness. First, a city or town or business or college must apply to have the status reviewed. Many worthy smaller cities or universities may be very friendly but have no designation due to lack of program awareness or motivation. (The designation is largely ceremonial and comes with no phat ca$h.) In addition, due to the nature of measurement, some of the criteria is very subjective. While the rating system is getting better, miles of bike path/bike lane remains a big component of the program, and has been reviewed here repeatedly, a bike lane is not instant bike-friendliness, and some bike lanes (like the one on University Avenue near the U) should get a special mention as bike-UNfriendly. Some towns with mandatory sidepath rules — laws that require cyclists OFF the road is there is a usable sidepath or sidewalk — have received designation in the past.

Still, even according to the voluntary nature of the program, and the necessary nature of the criteria, Minnesota scores well for bicycle-friendliness and currently is the #4 state nationally. This is probably about accurate, with the potential for advancement as more community and state groups get active. If you’re interested in seeing your community get more friendly to cyclists, find out if there is a bicycle plan in your town. Attend public meetings that relate to active transportation. Talk to your city councilperson or other designee to see if you can get some activity happening if there isn’t much. This is how towns like Rochester and Mankato have started down paths to greater bicycle-friendliness, and how progress is being made in towns like Richfield, Edina and Saint Paul.