Even as mounting evidence such as a research report from Governing reminds everyone that bikes aren’t just for white urbanites, biking has continued to gather a reputation as a domain of hipsters. As a result, despite the diverse ridership, the folks actually advocating for bike improvements have continued to not exactly mirror the people majority of people who are doing the pedaling. Unsurprisingly, this has lead to some friction and calls for more diversity in bike advocacy. The advocacy organizations haven’t missed the memo and have begun efforts like LAB’s Equity and Women Bike initiatives. Additionally, more community-based groups like Slow Roll Detroit have taken a more active role in advocating for bikes as not just transportation alternatives, but vehicles for social change in the community.
But what if the community isn’t asking for bike infrastructure? Certainly, there is a concern that advocating for infrastructure in underserved communities that aren’t asking for them is forcing something on the community that they don’t want. Thanks to both the lingering after effects of the highway building era then decades of disinvestment and neglect and because of a concern that bikeways bring gentrification, some advocates are even going so far as to say that disadvantaged communities should not get bike infrastructure and that focusing on “northern European” designs and solutions is out-of-place in communities that frequently have mostly non-white populations. But there are two major issues with the strategy of advocating for bikes by not advocating for bikes that will ultimately do more harm than good.
First and foremost, there’s the safety aspect. Where good, quality bike infrastructure exists, biking tends to be safer. As such, it really sounds extremely backwards to suggest that in the areas that often already have some of the most dangerous streets of a region, safety improvements shouldn’t be undertaken because the community hasn’t asked for them. At the end of the day, people still will continue to have to ride in those areas, often in conditions that are embarrassingly deplorable on many different measures. Not only do they deserve to have a safe place to ride, but it is they who need it most as they frequently have few travel alternatives and many have already been victims of traffic violence too. This is a heightened issue in regards to projects that involve once-in-a-generation opportunities to change the layout of a thoroughfare. Those should not be passed.
Secondly, bikeways are a commodity and like all commodities, follow the general principles of economics. Students of the discipline know that the availability of something is directly related to its price. In this case, the fact that good, quality bikeways are still relatively scarce in this country means that the few places that they do exist attract a premium in price as people and businesses seek out locations near them. The best way to counter that is not by keeping bikeways out of some neighborhoods, but to instead make sure that they’re everywhere. Ideally, that means that the plan should not be just single lanes here and there, but entire networks that form a comprehensive grid of LTS2 bikeways that are installed as completely and quickly as possible.
However, bike infrastructure is obviously also becoming a victim of its own success. As early advocates undoubtedly had to find a way to justify to their communities why money should be spent on infrastructure that “no one uses“, study after study was undertaken in relation to the economic impact of bikeways. Most of these studies have shown that bike infrastructure can bring positive economic change to a corridor or area. But those improvements do not happen in a vacuum. Increased receipts and especially values lead to higher rents. Once again, the solution isn’t found in not building, but in building everywhere. But, that does mean that going forward, it is perhaps time to lessen the focus on the potential financial benefits of any single project in favor of safety benefits that it would provide (though people also seek to live in places that are “safe”, so that makes it a similar driver of demand).
So with that in mind, organizations interested in engaging in equitable advocacy should do one of two things. When faced with substantial projects, such as placing or moving curbs, the bike aspect absolutely should not be compromised. In many communities, projects like that only happen once a generation or less. It is imperative that whenever they occur, that the very best designs for both safety and efficiency are used because redoing it later would be costly in not just monetary terms, but also lives and political capital. However, for projects that are less involved, it might be better to take some time to further engage the community to develop a concept that truly works for them instead of just ferrying outsiders through.
As more bikeways get built, more communities are asking for them. We need to make sure that they’re able to access those changes and benefit from them. While bikeways do bring change to a community, that change doesn’t have to be bad if the community gets involved to make sure that it works for them, including by broaching other topics that go beyond the bike aspect. Communities need to get in front of change and embrace it instead of waiting for it to arrive and trying to delay it. Doing so will bring many benefits for all.
The latest post from BicycleDutch isn’t even about bikes and transit, it’s about biking in the rain. But the location where it was filmed in Utrecht provides the opportunity to also get another good look at an exceptional solution to a common issue frequently raised about separated bikeways: what to do around a transit stop.
The preferred approach is to use floating transit stops that allow bicyclists to pass by without coming into conflict with buses (or trains) and only minimal interaction with passengers. Floating stops can even be used with conventional bike lanes as they remain a great way to address the problem of buses and bikes. Yet, the minute details continue to evade many planners and engineers, resulting in facilities that can be dramatically bad.
As can be seen in BicycleDutch’s video, there is a bus stop directly adjacent the bikeway. Yet, despite this being one of the busiest locations for bus activity along Potterstraat, transit users do not present a problem to the bicyclists at all. As they exit the bus, they are on a relatively wide island that is lined with a barrier, ensuring that the interaction between users occurs at as few a points as possible. While most Dutch transit stop bypasses aren’t quite that wide nor do they include a barrier, the concept is still carried forward.
But perhaps the most important part of the design is how the bikeway passes the stop. In the one featured in the video, it is a straight line with no deviation at all. That is preferred, but likely not always practical. In the absence of that opportunity, everything should be done to make the curve as smooth as possible and it should be designed for a realistic biking speed (i.e. 20+ MPH). When done right, riding around a stop is a pleasant experience that is barely noticeable.
In tandem with protected intersections, transit stop bypasses are a great way to build a protected bikeway network. Since both infrastructure elements can work with traditional bike lanes, they offer a great way to tackle the biggest problems of a separated bikeway first, then fill in the remaining gaps as money becomes available. The biggest challenge is getting the minute details right, so planners and engineers should travel to and ride both the best and worst examples to get a real feel of how to build them properly.
Last time I rolled around Utrecht, I looked at how one might travel from the Kanaleneiland neighborhood to De Uithof and the Utrecht University Medical Center area. On that trip, it became apparent that making that a journey by bike would likely be faster than transit and for a motivated or e-bike rider, just about as fast as driving. That should make it obvious as to why Utrecht scores high on the list of bike-friendly cities: there is no penalty for riding.
This time around, I’m going to take a look at another possible and common trip option in The Netherlands: from the rail station to home. Around 40% of the users of the Dutch railways get to or from the train station by bike, which has resulted in the world-famous bike parking garages. But the excellent bike infrastructure extends well beyond the station, which provides great mobility to the entire region.
Utrecht is growing and one place where that is occurring is the new area under development called Leidsche Rijn. Located around four miles to the west of the historic city, it already has three train stations, with one being the western endpoint of the Route 28 BRT line. But, although the trip detailed here is almost unnecessary, the excellent bike infrastructure means that it is a time-competitive and comfortable option for people. Furthermore, the city is investing lots of money into improvements that will make this trip even better [Dutch], including a new bridge over the Amsterdam-Rijnkanaal, to encourage people to bike for this journey.
After exiting the garage, we’re in the actual Jaarbeursplein. Out front is a taxi stand, some bus stops (now removed), a passenger drop off, as well as the light rail line to IJsselstein/Nieuwegein. Not only does the line transport residents to and from the city, it also provides access to the Westraven park & ride lot that provides visitors a place to park while they visit the city center. A fee of €5 provides a daily parking pass AND free ticket to ride into the city via public transit for up to five people.
1:25 – Westplein
The road in Jaarbeursplein is also named Jaarbeursplein and is mostly for accessing the buildings around the square. People can also use it for dropping passengers off, but dead-ends for motorists by Westplein. However, it does continue straight through for bicyclists, I just never actually needed to go that exact route, so I didn’t have video of that small segment, hence the fade.
The point where the video fades in is the filtered permeability that makes this a through route for bicyclists, but not motorists. Going right at that point would lead to a underpass of the station and to the city center. However, the path to the outer neighborhoods is straight ahead.
Here, the bikeway crosses over Westplein, which includes the Fietsenstalling Westplein Zuid facility in its central median. (It should be noted that the tramway used to go this direction and connect on the other side of the station, something which can still be seen on Google Maps. The median is where the tracks were.) As it is a bit of a walk away from the trains, this parking is more for the community and visitors than commuters. It’s also part of the P-Route system.
After crossing Westplein, I turn left onto a bidirectional bikeway that parallels Westplein, which is nominally the Overlandroute. I never actually measured it, but it looked (and felt) to be around the same width as the bikeway on Beneluxlaan, which was nearly 12 feet wide. A few hundred feet along, we arrive at stoplight at the intersection of what is really a whole bunch of streets; the whole area is a mess. The street to the right enters into a residential area, so traffic volumes aren’t extremely high. Additionally, bicyclists at this location looking to turn right into that street can do so without stopping at the light.
2:15 – Overlandroute/Leidseweg
After the light and crossing Damstraat, the bikeway continues as a bidirectional facility that goes straight ahead while the road curves away. Due to the proximity to so many uses, there is definitely probability for pedestrians, so a sidewalk is provided next to the bikeway. However, the bikeway itself is only about 75 meters long. It merely forms a connection, not the main route.
The bikeway ends into Leidseweg, which is directly parallel one of the canals. Although not officially signed as a fietsstraat, my experience with it at several different times led to noticing at least a 2-3:1 ratio of bikes to motorists using it. No doubt, this is partly because Leidseweg is part of a 30 KPH zone and is one-way for motorists. For bikes, that means that those heading out of the city are going contraflow. However, that’s not at all a problem since it’s a residential area and traffic is kept even lower with the one-way street network.
Additionally, the entire street is paved in bricks, which certainly is able to keep unnecessary motorists away, but definitely impacts ride quality for bicyclists too. Streets like Leidseweg are what make the balloon tires found on so many Dutch bikes a desirable feature. Although the canal side of the street is a bit smoother, it’s still brick and isn’t the best ride around. Coming from the smooth connecting path, it’s definitely a bit jarring.
About two thirds of the way down Leidseweg is the first of several intersections and bridges along the route. The intersecting streets are Koningsbergerstraat/Jan Pieterszoon Coenstraat. Generally, there is no priority in a 30 KPH zone, but since Leidseweg is the main bikeway, it has priority here and in a bit of a rarity on Dutch streets, cross traffic has a stop sign. Also, the Jan Pieterszoon Coenstraat bridge is one-way only for motorists, so they can only turn left onto Leidseweg. One can continue past this intersection almost without realizing that it’s there.
A couple hundred more feet is the Abel Tasmanstraat/Muntkade intersection. While the previous one is a little offset, the one with Abel Tasmanstraat and Muntkade is better described as adjacent T-intersections. Additionally, both roads allow two-way traffic, as does the bridge. As a result, this intersection is definitely busier. However, Leidseweg still has priority through here too.
4:30 – Muntbrug/Leidseweg
Immediately past Muntkade is the Muntbrug [note: currently undergoing renovations] which spans the Merwedekanaal. The bridge, which is closed to motor vehicles, is almost certainly a big part of what keeps the level of motor traffic on Leidseweg down.
Just over the bridge, the route intersects with the Kanaalweg Fietsroute. That bikeway runs north-south through the entire city of Utrecht, sometimes as a bidirectional separated bikeway, sometimes as a fietsstraat. It contains only one level crossing of a major street throughout the entire journey. Anyone who lived along it could use this route to get between the train station or even city center while passing through no more than five traffic signals the entire way and likely never facing a stop sign either. That creates a pleasant, non-stop cycling experience.
A forest of directional signs at the intersection of Kanaalweg and Leidseweg provide bicyclists with guidance to destinations around the Utrecht region.
Muntbrug and surroundings. The building on the right is the munt (mint) itself.
Looking south on Kanaalweg from Leidseweg. This short segment of the bike route is a shared street to allow access to houses just out of frame to the right; the cycletrack begins at the blue sign.
Muntbrug is located immediately adjacent the intersection with Kanaalweg.
Looking north on Kanaalweg from Leidseweg.
After the intersection, Leidseweg continues and is once again a 30 KPH zone. It’s two-way for about a hundred feet, then reverts back to the one-way configuration (as well as the brick pavers). This is also a residential area and the profile and usage is similar to the other side of the canal, with parking on one side, motor vehicles allowed one-way, and bidirectional for bicyclists. At the intersection with Bartoklaan/Mozartlaan, Leidseweg again has priority,
though this street (one street, two names) doesn’t have stop signs. Additionally, the direction of the one-way reverses at the intersection and is thus in the direction of travel away from the city. (The change in direction also means that the smoother brick pavers are gone too.)
The final segment of Leidseweg is again two-way for motor traffic. However, the opposing one-way streets keep motor traffic volumes low which makes routes pleasant for biking while still maintaining the ability for motor vehicles to access them.
6:50 – Kennedylaan
After nearly a mile, we arrive at another traffic signal at the intersection of Pijperlaan. The light is only red for about 15 seconds before we’re again on our way. Here, Leidseweg ends for motor vehicles, but bicyclists can continue straight ahead on a short connector that makes this the continuous route for bicyclists. The bikeway passes some buildings, then crosses Kennedylaan with priority. The intersection includes prolific markings to that effect as well as a raised table and a mirror. Adjacent Kennedylaan, the route is a bidirectional separated bikeway parallel to the roadway that branches off after about 600 feet to connect with the bridge over the Amsterdam-Rijnkanaal and rejoin the road that branched away after Damstraat. While parallel to Kennedylaan, the bikeway is nearly 12 feet wide. That expands to 13 feet on the path up to the Meernbrug, where the bikeway rejoins the route for motor traffic that was crossed at Westplein.
The width of the bikeway as it parallels Kennedylaan.
The view looking east at the point where the bikeway crosses Kennedylaan. The intersection is a raised table that makes bikeway priority clear.
A mirror at the intersection of Kennedylaan and the bikeway ensures that motorists are able to see bikes approaching behind what is otherwise a blind corner.
The path as it descends to Kennedylaan from Meernbrug.
Riding east on the bikeway adjacent Kennedylaan pad. It appears that perhaps at one time, Kennedylaan was wider and the bikeway was added later by cutting the street in half.
The width of the bikeway as it leaves Kennedylaan to rejoin the Meernbrug.
The Meernbrug [Dutch] carries Dominee Martin Luther Kinglaan over the Amsterdam-Rijnkanaal. That road provides a rather straight shot into the city center directly from the A2 motorway. The bridge also has a path hanging off the side that is admittedly, not the most enticing of facilities. It’s open to the wind and cold and some parts need surface maintenance. However, it does provide a connection across the canal and a supplementary connection [Dutch] is in the works, due to open soon. The path that leads away from Meernbrug on the other side of the canal, Dominee Abernathylaan, is of top quality. I never measured it, but it appears and feels to be at least 12 feet wide and includes a sidewalk. It curves around, following the contours created by the freeway ramps, then splits. Going the intended route means following the fork to the right and going back down.
11:15 – Rijksstraatweg
Turning left onto (what quickly becomes) Rijksstraatweg, I passed under several structures. The first is a bridge that carries the bikeway that continues straight, the next two are the twin Leidsche Rijn tunnels [Dutch] that carry the A2 motorway past Utrecht. Similar to other newer tunnels around the country, the underside of the bridge/tunnels includes an art installation of colored lights to help maintain social safety. The route under the tunnels is closed to motor traffic, which makes this end of Rijksstraatweg to be virtually car-free.
After exiting from under the tunnel bridges, there’s a small bridge that connects to the bikeway that parallels the A2/Stadsbaan Leidsche Rijn into Leidsche Rijn it. The same exact destination can be reached via that route as well, though with a few more turns. Once in the open, Rijksstraatweg also becomes a fietsstraat as motor vehicles are allowed to drive here to access the homes along this segment. But since the Leidsche Rijn tunnels still block access, there is no reason for motorists to continue farther than the homes. The result is that bike heavily outnumber cars, making the road is a de facto bikeway, which is the intent of a fietsstraat.
12:50 – Zandweg
Not far down the road, the fietsstraat moves to the other side of the canal. The street it continues on, Zandweg, forms the bulk of a fietsstraat that stretches all the way to the city limits of Utrecht. At six kilometers long, it’s the longest in the country (and probably the world). Motorists can drive on the entire length of Zandweg, but there are segments of opposing one-way which mean that Zandweg can never be used as a through route or effective shortcut to anywhere. (In case anyone has ever wondered whether Dutch brick streets are just stamped concrete, observe the piles of brick beside the sidewalk beginning about 18:30.)
Design features such as a low bridge, raised table intersections, and speed humps keep speeds down throughout the length. Following established fietsstraat tradition, it also is assigned priority over most intersecting streets, even in instances where it appears to possibly not be the best idea. There is one crossing at Europaweg where the bikeway yields, but there are generally breaks in traffic that allow someone to cross, which is what happens as I approach.
The majority of use along Zandweg is residential, though there are also some businesses interspersed throughout. Thus, although there are motor vehicles present, bikes still outnumber cars along the route as most through motor traffic uses Rijksstraatweg on the other side of the canal. Along the way, there are around three times as many bridges to allow non-motorized users to cross the canal as there are for motor vehicles. Those all help to make it a viable route for bikes, but not so much for cars.
22:55 – Busbaan Vleuterweide/Utrechtse Heuvelrug
At length, I arrived at one of several entrances to the Vleuterweide [Dutch] community of the Leidsche Rijn development. This particular entrance one is solely for buses and non-motorized users. The bikeway and busway form the only direct route through the center of the development to the Vleuten station on the other side and allows for those two modes to have transit times across that are perhaps too swift [Dutch]. All other motorists seeking to cross must go around the perimeter on what forms a rough ring road.
About two blocks down, I arrived at fifth stoplight of the entire journey. It turned soon, though perhaps not as quickly as it could’ve given the lack of conflicting traffic. Going ahead, I continued on what I now realize is a road for construction access only–the communities are very much still under construction. Nevertheless, it caused no real problems as there was no traffic anyway. The official path to the left side was not particularly appealing either, being another 30 KPH zone paved in brick. The short stretch on the construction road inadvertently avoided that segment.
The construction road leads to a staple of Dutch bikeway planning: a short segment of separated bikeway through an intersection. This is the intersection of the busway and the ring road as well as a road that provides access to motor vehicles the the inner part of the community, including all the shops as well as the denser development. However, as stated before, it does not provide a direct path through for motorists. They must take the long way around. However, the roads are used as bike infrastructure and the bike route alternates between 30 KPH zones and bidirectional separated bikeways through this area, depending on the situation. The route is continuous, though not necessarily with priority at every junction, as can be seen in the video.
29:35 – Stroomrugbaan
This is the location of the ring road on the other side of the main Vleuterweide development. This particular intersection has proven to be quite problematic, with several serious collisions, including one death, having occurred in its short time of existence. As a result, changes are in the works [Dutch], including an integration of the busway into the adjoining roadway between Stroomrugbaan and the Vleuten station entrance.
After passing through the ninth and final stoplight of the six mile trip, a left and quick right bring me to Inktzwamsingel. This road is another 30 KPH zone, being only intended to serve as an access to the homes there. With no connection to the busway or intersection, there is no motor traffic there that doesn’t belong. The road curves around the building and at the next corner, there is a temporary sidewalk that leads directly to the Vleuten train station. Even though the construction and final form aren’t even finished, a route is provided so that people do not feel the “need” to drive and thus develop that habit.
31:10 – Vleuten Station
The end of the journey is the end of the line. At the Vleuten station, there is a park & ride lot for people who drive to the trains or buses, but it can only be reached from the Vleuterweide side. Though there isn’t a full-fledged bike parking facility like Jaarbeursplein, there are hundreds of bike racks, both covered and uncovered, available for those who bike to the station and were generally pretty well used.
32:30 – Professor Titus Brandsmalaan (Vleuten)
After passing the station, I took one of the underpasses of the railway into the village of Vleuten itself. Vleuten used to be its own municipality, but merged with others over the years until finally getting absorbed into Utrecht in 2001. The underpass I take is only open to nonmotorized users. After the underpass, I turn onto Professor Titus Brandsmalaan that parallels the railway through the southern side of the village. As can be seen, there are quite a few cars parked, not sure if those are all for Vleuten residents or also includes people who have driven in to access the train and parked there. At John F. Kennedylaan, there’s another underpass of the railway that is open to motor vehicles, but only buses are allowed to continue through in its entirety. Private vehicles can only drop people off at the station. The final underpass as the video ends is at Odenveltlaan, and it also is only open to nonmotorized users.
In other words, all three underpasses directly between Vleuten and Vleuterweide are closed to private motor traffic. Someone wishing to drive to the shops or activities in Vleuterweide is directed onto roads that skirt around the development that are nearly a mile apart. The result is that journey times for bike, driving, and to some extent, bus are all about equal. There is little
Also, since people don’t live at the train station, the ride to their home would almost certainly end earlier, perhaps in one of the homes off of Kennedylaan, Zandweg, or near the entrance of Vleuterweide. That would bring the bike trip to a little over 20 minutes, which is again almost as fast as driving. When combined with the overall pleasant trip experience, there is little to gain by driving. That’s what we should be aspiring to in our cities as well: a comfortable biking experience that is competitive with driving for people of all ages and abilities.
Update: Some minor editing and notes about infrastructural changes that have happened in the eight months between shooting the video and this blog post.
A couple months ago, I had the opportunity to spend some time in the Utrecht area of The Netherlands. While there, I was able to spend a lot of time seeing not just the big-ticket items that tourists see, but was also able to see things more from the perspective of a local. One of the things that I endeavored to do was get a clearer view of what commuting around a Dutch city by bike would be like.
The video below shows one such commute from the Kanaleneiland neighborhood to De Uithof Science Park and University Medical Center. The route can also be seen on Google here, but a distinguishing characteristic of bikes in the Dutch transport puzzle is that there are many other options. Such is the case here and while this route was one that was straight-forward, many other options exist, some of which are potentially shorter.
The trip begins at the place where I was staying in the Kanaleneiland neighborhood of Utrecht. It is right down the street from the eponymous Kanaleneiland Winkelcentrum (“mall”), which also includes two apartment and office towers above it. The actual street where the residence is located is pedestrianized, though it theoretically can be used as a through route by motorists too. One end is at another street, the other is in a parking lot. However, it was only on rare occasions where someone did drive in and then it was usually just to get to the garages located behind the houses.
The front door opened onto this street and directly across it is a community center and an elementary school. In this part of town, it’s safe enough to leave bikes outside overnight by themselves. As such, the front porch was also the parking area for the bikes. The wheel lock was all that was necessary to secure the bike and still find it again the next day.
After getting on the bike and going up the street, one comes to the intersection with the street for motor traffic, Eisenhowerlaan. This street can best be viewed as a yield street as it is only 20 feet wide and allows parking on one side.
Nevertheless, it is a two-way street and though parking was usually full, traffic could negotiate past each other and make it down the street. The intersection itself is a raised intersection, which further works to keep motorists speeds down. (So effective that it was not uncommon to see people use the adjacent parking lot as a detour around the street itself.) Also off Eisenhowerlaan is a driveway to the garage and courtyard of the residences, which is where the riding in the video begins. Needless to say, Eisenhowerlaan has no actual bicycle facilities, bicyclists just take part in traffic.
Eisenhowerlaan then leads to Bernadottelaan. Bernadottelaan is a bit wider than Eisenhowerlaan, but the intersection of the two is also a raised intersection. However, Bernadottelaan is one of the main entrances to the community, so it does get more traffic than Eisenhowerlaan, including delivery trucks bringing goods to the stores at the Winkelcentrum. Still, there are no bicycle facilities on Bernadottelaan itself as it is part of the 30 KPH zone (as is Eisenhowerlaan).
Bernadottelaan is the gateway to the community, so the bicycle infrastructure begins at the intersection where Bernadottelaan meets Beneluxlaan, a major thoroughfare in Utrecht (that changes names at least eight times). The intersection is signalized for motorists and only allows right turns in/out due to a light rail line down the middle of Beneluxlaan. However, bicyclists leaving the community can avoid the stop lights and just enter the separated bikeway, which has a side entrance off Bernadottelaan. They and pedestrians can also cross Beneluxlaan, meaning that it’s potentially easier for residents “on the other side of the tracks” to bike or walk to the Winkelcentrum than to drive.
From there, one joins the bikeway on Beneluxlaan, a 12-foot wide bidirectional facility that runs on both sides of the street. It includes signals at the major intersections, but driveways and some minor side roads are just raised crossings designed to allow bicyclists to continue on interrupted while slowing down motorists for the turns, made possible by the raised design of the bikeway.
01:56 – Kol. Wilheminalaan
The first major intersection is a rotary where Beneluxlaan meets Kol. Wilheminalaan, which is where the path will be turning left. Although everyone has a signal, left turns are not made appreciably longer because there are bidirectional bikeways around the outside of the rotary. In the video, I take advantage of that when I arrive as the light turning yellow and continue through across Beneluxlaan and the tracks. (Note that since the bikeway on both sides of Beneluxlaan is bidirectional, crossing the street and tracks at the Bernadottelaan intersection and reaching this point is totally doable as well. However, in practice, it was usually faster to continue to the rotary and cross one of the arms of the roundabout.)
After crossing Beneluxlaan, a short bikeway provides a connection to a 30 KPH frontage road of Kol. Wilheminalaan. This outer street is about the same width as Eisenhowerlaan and both bicyclists and motorists are allowed to use it in either direction. About three blocks down, a pinch point with bicyclist bypasses at the intersection with Van Bijnkershoeklaan is the gateway to the community and allows only one motor vehicle to pass through at a time. However, the access road continues through this intersection with priority over the intersecting road, which itself is the entrance from the main Kol. Wilheminalaan.
After crossing Van Bijnkershoeklaan, it appears that the access road was once a through route for motorists, but two islands have been used to close it off for about half a block except to bikes and mopeds (saw marks can be seen in the asphalt). As such, is officially designated as a mandatory bikeway, but it’s in actuality just a closed road. This forces to go the long way around to enter/exit the community and also provides good continuity of the bikeway. After the blocked portion, the access road is a yield street again with similar features and profile to before.
The yield street continues for a couple blocks, then ones comes to a roundabout. This one is just at two-lane roundabout with priority for bicyclists. For those who’ve been paying attention, that means that the traveler is now on the “wrong side” of Kol. Wilheminalaan. However, the bikeway around the roundabout is bidirectional, so it doesn’t matter. But from here on, the bikeway is only one-way, so here we cross Kol. Wilheminalaan to the right side of the street. (In practice, a lot of people would ride the wrong way and some would even start out the right way but cross over on the bridge itself.)
04:35 – Balijebrug/Balijelaan
After crossing to the correct side of Kol. Wilheminalaan, the bikeway and road rise to the height of the Balijebrug over one of the arms of the Kromme Rijn that runs through Utrecht. The bridge also passes over the Kanalweg bikeway that runs adjacent the canal through the entire length of the city that offers a stop-free way to transit past the city and can be reached from the location.
The bridge consists of a lane in each direction for motor traffic, an inbound bus-only lane, buffered bike lanes, and sidewalks. At this point, the name changes from Kol. Wilheminalaan to Balijelaan. After the bridge, raised the bike lanes transition back into raised 12-foot wide separated bikeways, which are more generous than the ones on the western approach, not least of which being because they’re paved instead of tiled. At the bottom of the bridge, these transition away from the main road back to access roads again. As this is another residential area, these access roads are one-way (except for bikes) 30 KPH zones in the direction of travel.
After about a block, there’s a raised intersection with a side street and all motorists must join the main road. At this point, the access road becomes parking-protected raised bidirectional bikeway for about a block. It continues through the intersection with Rijnlaan, where after a little over a mile of travel, we find the second traffic signal of the journey. In the video, it happens to be green by Utrecht standards when passed and everything turns out better than expected.
This bikeway then continues on for a block to the T-intersection with Croeselaan that includes a left-turn pocket. Croeselaan is the most direct roue to Utrecht Centraal from this area, so there is an elevated number of people waiting to cross here in the mornings. Of course, those going straight don’t have to wait at the light at all. Right before the signals is the intersection with Croesestraat. Croesestraat is another residential 30 KPH zone, so the intersection consists of a raised table with priority for the bikeway.
5:45 – Vondellaan
After passing the T-intersection, the road changes names again. The bikeway is at this point again a raised parking-protected separated bikeway. In the video, there are some markings on the ground that suggest that the bikeway used to be a bidirectional facility, but it appears to no longer be one. Still, several people who apparently haven’t received that memo can be seen salmoning along. There’s also a driveway for a parking garage for the building to the right midway down the block. After continuing around the corner, another left turn pocket and signal for bikes is reached, which happens to be red.
The stop for me lasted 65 seconds, but based on the number of bikes already in queue when I arrived, it was likely red for much longer. The long red light times were highlighted by a dramatic approach taken by the Dutch police in Utrecht last year, where they set up after a set of three lights in succession and ticketed cyclists who ran them. That led to dramatic pictures around the web and worked well with a demonstration against long reds in Utrecht.
Of course, as can be seen in the video, many people take matters into their own pedals and ignore red lights when the way is clear. The presence of many tire marks through the planter convey the same message.
After getting the green, we cross over the Kruisvaart and under the railway. The light on the other side of the tracks really wasn’t quite clear if it was red only for lefts or for all bicyclists. Taking the liberal of the two options, I continued on Bleekstraat. Here, the bike infrastructure is comprised of an “advisory” (dashed) bicycle lane. It’s a suggested area for bicyclists, but not legally required. However, there’s little point in not riding in it since after about a block, it transitions back into a separated bikeway to bypass another T-intersection (though bikes can also go right there to access that neighborhood).
At this point, Bleekstraat technically ends and the street that continues is Catherijnsingel. The bike infrastructure also transitions to a mandatory bike lane, though it’s still possible to pass others. This continues as the road curves for a little over a block. After the intersection with Westkade, the bike lane transitions back into a bidirectional raised separated bikeay on the bridge over the Vaartsche Rijn and the road also changes names to Ledif Erf. The bikeway passes a square and another left turn pocket. Following that leads over the canal to the old city center, virtually all of which is a 30 KPH zone (and all paved in brick). However, the path forward lies ahead.
09:15 – Alternatives
There are two other ways to reach that location on Ledig Erf from the light on Vondellaan which in my experience, also tended to be a little quicker. The first as seen in the video involves crossing at the Bleekstraat light then making use of the bidirectional separated facility on the other side of the street to continue straight on Vondellaan. After about a block, there’s an intersection and a bridge over the Vaartsche Rijn. One can also reach that point by going straight past the first light (for lefts) on Vondellaan to the intersection than making a “Copenhagen left” to reach the point on the bridge. (There’s also another crossing just past the bridge that is unsignalized that can be used if the immediate left is red.)
After crossing the bridge, a left turn is made onto a bikeway underpass of the railroad concurrent with the Vaartsche Rijn. This connects to Oosterkade, another 30 KPH zone. It has parking on both sides (including locking bike parklets) and is two-way for about three blocks, but the last block is a one-way street for motorists in the direction opposite the direction of travel. That forms the connection to the point of departure from Ledig Erf. Although there is one side street along the way as well, it is a dead end.
The second option starts out largely the same. The choice of either side of Vondellaan remains, the difference is that the left turn is made prior to crossing the bridge over the Vaartsche Rijn. At the Juftaseweg intersection, the eastern arm is a new street, Westerkade. This also passes via the same underpass as Oosterkade mentioned above and the Vaartsche Rijn.
At this location, the Utrecht Vaartsche Rijn [Dutch] rail station, part of the ambitious Uithoflijn, was under construction. With tram service planned every four minutes (and probably also “stop train” aka local service, though not quite as frequent) to Utrecht Centraal, I’d expect that a lot of bicycle traffic that currently uses Croeselaan and Catherijnsingel to get to Utrecht Centraal to start their train trips here instead once it opens. ProRail has considered that and included a bicycle parking garage as part of the station, with room for several hundred bikes. No car parking is provided, but drop off is possible on the Westerkade side, which is a one-way street except for bikes.
After exiting from the underpass, Westerkade is still a one-way street, but in the opposing direction. Except for bikes. It continues up to Catherijnsingel and meets it right before the bridge over the Vaartsche Rijn when the separated bikeway starts again. While there is a traffic light there, signage indicates that bicyclists are allowed to make the right on red, which I do. Continuing on, we’re now on the same corner around Ledig Erf again.
Although they’re both largely paved of brick, those two options tended to be far more popular connections than the first one. There were also noticeably more parents with children on these routes, which can be seen in the video. Nevertheless, none of them ever really felt crowded, even during rush hour. The plethora of options means that everyone has an optimal path for a direct line, so not many people have to detour to get to a good bikeway [PDF], which keeps them from getting crowded.
13:15 – Tolsteegsingel/Abstederdijk/Venuslaan
Continuing around the corner from Ledig Erf, the name of the street changes names thrice within as many football fields worth of space. The corner from Ledig Erf (which is technically going straight on) is a right turn that has awkward positioning and can be a little unbalancing. (But the city has apparently tackled the problem since I’ve been gone and greatly improved the corner, with more changes in the works.) This is also the narrowest point of the journey, caused by the unsavory geometry of pushing a road through the area where two canals meet. However, as usual, bicyclist can bypass this stoplight as well.
After passing that intersection, the bikeway consists of a one-way path directly adjacent the Kromme Rijn. The main road however curves away from the it to allow space to make an intersection, so those on the bikeway are able to pass the intersection unaffected. (Note that a separated bikeway also continues up to the intersection itself adjacent the road for those who need to access the intersection.) However, the pavement quality under there is atrocious, hopefully Utrecht plans to fix it soon. After the intersection, the road is now four-lane when it rejoins the bikeway. This configuration continues on for several hundred yards. During the time, the road curves around and passes under another rail line.
15:00 – Rubenslaan/Stadionlaan/Herculesplein
At the intersection, the road once again changes names and the infrastructure takes on a new form as well. After passing through the light, there is a short bidirectional bikeway that connects to a one-way (except for bikes) access road that runs the length of the block. This road provides access to all side streets and driveways off of Rubenslaan. There are also a couple parking spaces located along its length. The entrances and exit from this access road all consist of speed tables. At the end of block, motorists must again exit and it transitions back into a separated bikeway for the intersection. This is repeated in the next two blocks as well.
After the third block, the road has changed names again and is now called Stadionlaan. Another bidirectional bikeway takes bicyclists through the intersection, into a parking lot, then into a separated bikeway again that passes under the Waterlinieweg, an inner ring road that goes partway around Utrecht. We now arrive at another light, where the wait is 70 seconds before being able to proceed. Also not ideal, but definitely not the worst light I’ve ever been through either. This leads to another short bidirectional separated bikeay that connects to a parking lot. And a name change.
We’re now on Herculesplein which provides bike connectivity directly adjacent to Herculeslaan. This is a one-way parking lot that allows contraflow cycling. It connects to another bidirectional separated bikeway that goes past the front of the stadium. About a block up the street, we arrive at another intersection. The main road turns, so the three arms meet at about a 120 degree angle. Not quite a T-intersection, but definitely not a roundabout either. Whatever it is, there are bidirectional bikeways around the entire thing. This is also where the path turns left.
20:10 – Weg tot de Wetenschap
This is the road that leads directly to the final destination at the UMC. This is also the route of the Uitoflijn. Buses are currently in use (one can be seen in the video), but some work has also already been done for the conversion to a tram, including the designation of various facilities. As a result, a 16-foot wide strip of new asphalt now forms bidirectional bikeway that runs the entire length of Weg tot de Wetenschap from Herculeslaan to the campus. Along the route, there are only two stoplights before reaching campus, both of which are usually green. The midway point at Platolaan is a major bike route between the city center and De Uitof, so a right turn pocket is included there as well. The route also passes under the A27 motorway right on the outskirts of campus.
23:30 – De Uithof
Upon arrival onto the campus of De Uithof science park itself, the bikeway continues on straight with its 16-foot width for a bit, though at some point it narrows to 15 feet. However, motorists must go elsewhere as the road to the left is the Uithoflijn and thus only for transit vehicles (buses at the moment, trams within the next three years). They both continue all the way through the center of the campus. Several bikeways also connect throughout the length of the campus to various other campus destinations and dorms.
After passing through the campus center, the bikeway crosses one of the access roads for motorists on a bikeway that is 27-feet wide, making it the widest official bikeway in The Netherlands. (This was chosen in lieu of using a right turn pocket at the location for the large volume of bikes crossing over here.) The end of the video is the approach to the UMC, though not actually reaching the front doors. Going straight ahead would bring one to De Uithof Park & Ride, which provides remote parking for regional travelers to reach the city center. Farther still along the road, one would arrive at the cities of De Bilt, Bilthoven, and other points north.
This video is a very typical scene while biking around most every major Dutch city. The infrastructure really doesn’t hold anyone up. Total riding time was about 21 minutes, well short of Google’s estimate of 30 minutes and almost identical to the time for driving(and on a city bike at that, where I certainly wasn’t setting any speed records). Nothing was staged or cherry-picked, I just chose the most straightforward route (that I knew) to take. Both the good and the bad can be seen. But what can also be seen is how many people are enabled by the good bikeways. Separated bikeways can take on many different forms, many of which are able to serve more people than just bicyclists and while they may not have a use everywhere, their importance as part of a menu of solutions for bringing better bikeways to all cannot be overstated.
Where do your community’s priorities lie? That’s a question that we should all be asking ourselves as we prepare to make infrastructure investments that will have an effect for decades into the future.
Nowhere is this more evident and important than in our transportation decisions. In many communities, the transportation network rests on a backbone of arterial roads. However, decades of
car-centric planning and design have resulted in facilities that are increasingly referred to as “stroads“. They’re not good streets, but they’re not good roads either and in the end, everyone gets the short end of the stick. The result is a facility that suffers from “peak hour” congestion and that doesn’t serve those who aren’t driving.
But there’s a better way. With a little shift in thinking, it becomes easier to design a transportation network that is good for the mobility of all, whether they be on a bike, in a car, walking, or using transit. When viewed as a corridor and principles of complete streets are applied, these facilities can be optimized to provide maximum movement of goods and people, not just cars.
With that understanding, it becomes evident that the current system is grossly inefficient and needs to change. But what does the alternative look like? Using the same room as before, a redesign of the corridor assigns each mode its own dedicated space optimized for its specific travel needs. Cars and trucks don’t slow down transit, transit doesn’t block lanes to load its patrons, and bicyclists are free to pass along on their own separate path optimized for biking. For roads that access industrial facilities, it can even be tweaked a bit more to offer a dedicated truckway in the corridor that is reinforced to handle the axle loads of trucks.
Far from just musings, this design is in use already in The
Netherlands, where mobility in numerous cities is provided for all in a manner optimized for their needs. The same model can be used in the existing cities and especially new developments here in the Inland Empire. Instead of building the biggest roads today in anticipation of “future demand”, they can be built with all modes in mind in a method that greatly increases the efficiency of all the systems for all.
This is vitally important as despite hundreds of millions of dollars spent, the transportation infrastructure in the Inland Empire region has shown no improvement in recent years, barely maining a D+ rating in both the 2005 and 2010 assessments from the local branch of the American Society of Civil Engineers, but requiring a whopping 67% increase in annual investment during that time. If we are going to ever truly see signs of improvement on not just the roads, but many other local issues, there needs to be some real change in priorities. Switching the focus to the movement of goods and people over just cars will set the Inland Empire up for a more robust and resilient future.
A couple days ago as I approached an intersection, I prepared for my left turn the normal way: merged out of the buffered bike lane and continued over to the left turn pocket. While I sat there in the queue waiting for the light to change, it struck me that the turn would’ve been faster if I’d been able to go straight then made the turn at the corner. This is the type of turn, also known as the “Copenhagen left“, is all but forced by the design of protected bike lanes that prevent people on bikes from leaving them away from intersections. That’s not a major problem, but it has resulted in the protected intersection finally getting recognized as a sensible way to deal with bikeways by Americans. (Though they’re also a great option for intersections even when the roads in question don’t have protected bikeways.)
Many folks bemoan that fact and assume that it would be slower and more inconvenient than being able to turn by merging across traffic to do so. However, most traffic signals are timed in a manner as above whereby missing a light often means a lengthy wait in a stew of exhaust fumes. (Or worse yet, not being detected at all if no cars are already waiting.) At that point, making a Copenhagen left instead would at worst, require just half the waiting of the “proper” left. If all-directions green signaling is used and phased favorably, bikes would have guaranteed faster travel through the intersection almost every single time.
These sorts of improvements and enhancements are what need to be brought up in planning and design discussions to build a transportation system where the bicycle is not just a tool of the poorest of the poor or those who “enjoy” biking, but available to all users regardless of skill level. These infrastructural changes can promote that by not just offering facilities that score high on the safety scorecard, but that also are vital in creating an environment where a bicycle is timely alternative to driving not just for racers, but for normal people too.
With a new year comes new plans and development. As we head into the second full week of the year, a lot of exciting things are already shaping up for you to get involved in. Here go a couple.
Jurupa Valley General Plan
The City of Jurupa Valley has had a challenging history in its short life. Right after coming into existence, Jerry Brown yanked a major funding source from them and there was concern that the City might be quickly dissolved back into a pocket of Riverside County. Nevertheless, they’ve managed to survive and as they look to celebrate a fifth birthday soon, they’re al looking to become more permanent and want to plan what they’ll be in the future. The City is looking for guidance and input as they seek to develop an Interim General Plan. They will be holding several meetings over the next four weeks, so check out the list [PDF] and attend the one that works best for you.
Perris Optimus Logistics Center DEIR
TODAY [PDF] is the last day to submit any comments you might have to the City of Perris that pertain to the planned Perris Logistics Center in response to the Draft Environmental Impact Report [PDF] for the project. In typical fashion, the plan is to scatter stoplights, dedicated turn lanes, and other similar “improvements”. Stuff that is patently bad for bicycling. Of great concern are the intersections where the roads will balloon in size. That’s not good for speeds and definitely not good for fostering a comfortable riding environment.
But even more concerning is the callous disregard for the City’s Trails Master Plan [PDF], which includes bikeways on many of the streets identified in the EIR analysis as needing widening improvements. What’s more, the traffic analysis was done by the same consultant group that did the Trails Master Plan. It seems like they should have the files on their computer still since the City approved it not even two years ago. All they had to do was look back at the document to realize “oh crap, maybe this isn’t a great idea” for the majority of the stuff that they put in the Traffic Analysis of the EIR.
No surprise, that conversation apparently didn’t occur and without robust standards, we have to fight to get anything beyond BIK LANs next to an expressway. Hopefully, Caltrans develops competent standards for Class IV cycletracks, especially for applications when one is necessary versus using a painted Class II lane. The VMT-based traffic analysis standards are also something to look forward to and will hopefully help alleviate this kind of nonsense for future projects.
That’s all for today, but there’s almost certainly more going on. If there are any projects or planning that you know is occurring, get in touch and share it! One that we’re looking out for is the Draft Environmental Impact Report for the forthcoming World Logistics Center project that is under consideration for the City of Moreno Valley. That document is due within the next month or so. At that time, it will be interesting to see what comes out of that as far as traffic mitigation goes, though history hasn’t shown the consultants who do most of the traffic analyses for this area to be particularly inclined to do anything beyond throw around traffic signals and turn lanes. But we’ll see for sure soon. Until then, ciao!
Update: The City of Chino is also preparing to prepare an Environmental Impact Report for a project being dubbed the “Brewer Site”. More information on that project is to be found at the link above. This is an exciting new time for projects like this since the traffic impacts must now be evaluated using VMT instead of LOS and plopping houses in the IE for people to drive to LA/OC/(SD) will require far stronger mitigation measures for local trips and really an opportunity to get some innovative new solutions. So check it out and get some comments in, even if only a few lines.
How can things be improved? That’s part of the philosophy behind this blog and the Inland Empire offers plenty of opportunity in that department. There is no shortage of places that can be transformed to provide a better experience for all. This is about thinking outside the box and finding solutions to make the area a more inviting place to not just sleep, but also work and play in.
One such opportunity exists in the City of San Bernardino where Baseline Rd., California St., and University Ave. meet. Bordered on the south side by the ball fields/parking lot of Arroyo Valley High School and the north side by more empty lots, there’s really not much going on. This presents the perfect opportunity to upgrade the intersection and improve access to the school for students walking/biking.
But the real benefit will be the improvement of the intersection for traffic flow. Currently, University Ave. is the entrance to AVHS and is located approximately 360′ west of California St. and both intersections are signalized. A significant portion of the students of the school come from the Muscoy area to the north and many arrive by car. As a result, several hundred cars attempt to essentially go straight across between 07:00 and 07:30 every morning. This leads to significant blockage of the road, especially the westbound direction because the left turn phase to turn onto University Ave. from westbound Baseline St. simply can’t be long enough. Additionally, there are also still people attempting to turn left onto California St. from eastbound Baseline, which is a problem since the center turn lane is already full of westbound cars/buses attempting to turn onto University Ave. This charade is repeated in the afternoon, though to a lesser degree.
There might be a tiny bit of relief coming in the next year or two. Many people turning north onto California St. are undoubtedly simply using the neighborhood as a shortcut to access CA-210 at University Ave. Many of these people would likely be able to use Pepper Ave. to get on CA-210 if it were connected. To that end, Rialto and SanBAG are continuing work on extending Pepper Ave. to CA-210 and finish the access ramps. However, there will still be the problem of a significant volume of cars attempting to cross Baseline to access AVHS and there are also a lot of pedestrians.
To alleviate the issue of the cross flow of traffic, a grade separation is the best option. That would allow the traffic on Baseline to flow uninterrupted by the crossing of school traffic and vice versa. The idea is conceptually similar to this intersection, where a roundabout situation on top provides access to the crossing road while the main traffic continues straight. This intersection provides the same opportunity and would provide a good option for a bus stop and bike parking as well as a cycletrack. But most importantly, it removes the conflict between the crossing streams of traffic.
Currently, the center turn lane and two inside lanes are all 14′ wide, which Streetmix doesn’t like at all (see picture above). The proposal would narrow them a foot each and use the extra space for a bollard treatment of some sort instead to remind people to not cross the lines. A single lane would continue straight through the intersection area in each direction below the roundabout. Traffic counts for this exact intersection are proving elusive. However, the intersection with Pepper Ave. in Rialto a little over a mile to the west was seeing a V/C ratio of less than 0.5 in 2010 while the intersection with Mt. Vernon Ave. around a mile east is seeing volumes of ~600 vehicles/hour/direction for peak hour flows which also corresponds to a V/C ratio of less than 0.5 . Consequently, a single lane should be adequate to carry the current traffic on Baseline Rd. and for many years to come, but the space is potentially available to include a second through lane if it’s felt that it would be absolutely necessary.
What makes this project relatively simple might also prove to be the biggest headache. The intersection is on the top of a flood control berm. The grade separation would be accomplished by tunneling through it more than digging down. However, that raises the issue of keeping Lytle Creek at bay. It certainly isn’t impossible and solutions exist, but the real question is if they’re worth the cost. Although this design means that access to the school wouldn’t be cut off in the event of a flood, but water high enough to threaten the underpass/force its closure means that water in the wash is at a phenomenal level and that it’s impassible.
Still, it would be great to see this project come about. The intersection is not getting any better and signal timing can only go so far. The same goes for widening, though continuing California St. and closing the University Ave. spur could achieve similar goals. Alternatively, the empty lot(s) on the north side of Baseline can be made into a drop off point for Arroyo Valley and the kids can just walk the rest of the way into campus. Something needs to be done soon.
In recent weeks, there’s been a flurry of activity in the planning arena toward making things better in the Inland Empire. In addition to the start of construction of the Pacific-Electric Trail Extension into Rialto, various agencies have other projects in some stage of planning that could certainly use some guidance to make sure the best possible stuff ends up being built. Here’s a chance to find out about what’s going on and where to direct any ire or admiration.
The City of Menifee has released a Notice of Preparation of a Draft Environmental Impact Report for the Cimarron Ridge Project. To put it mildly, it needs help desperately. The City’s Circulation Element of its General Plan endeavors to develop a bikeway/NEV network that would allow (and even encourage) residents to not drive within town, yet the proposed project doesn’t include adequate accommodations toward achieving that goal. This is a great chance to get a sprawling development somewhat tamed from the very beginning. Anyone living in Menifee or having an interest in the area or project should make sure that they provide comments now so that they can be addressed by the EIR. Speaking of EIR, there is a glimmer of hope because new rules are going in concerning how traffic impacts are considered under CEQA. This project offers a great opportunity to put them to the test to improve an area that has thus far developed into a textbook example of auto-centric sprawl. Notice of Preparation for the EIR is here, Cimarron Ridge Initial Study is here. Both are PDFs. Follow the links to retrieve the relevant documents and remember to get comments submitted by September 18.
The City of Redlands is also seeking input for updating their Bicycle Master Plan. Passed earlier this year, it left some things lacking and people spoke up about that. The City apparently has listened and has taken a step toward improving things. While the finished result has yet to be seen, the interface is definitely a winner. It’s comprised of a map accessible from the City website that allows residents to input their recommendations for bike lanes, off-street paths, bike parking, and protected bikeways directly onto it. But best of all, other users can comment and vote on the recommendations that are already there. If you live or bike in Redlands, definitely head over to their website and check it out! Comments are due by September 25.
Riverside Transit Agency is preparing for the future in a big way as well. As the transit agency the serves Western Riverside County, they have a tall order to fill since a lot of the region is comprised of classic sprawling developments plopped along the freeways. There are many things to look at in their (Proposed) 10-Year Transit Network Plan and are now seeking public input on it. There are of course some winners and losers. Some routes are being realigned to meander less, which inevitably means that some stops are being taken out. RTA maintains that almost all customers will still be within 1/2 mile at most of a transit stop, but it’ll nevertheless be a tough pill to swallow for those who are used to having a bus stop right next to their porch. One way to greatly lessen the pain would be to make sure they support better bikeways, especially to major hubs. Also, high-quality bike parking at least at stops serving intersecting routes and major destinations can go far toward providing for those who are undoubtedly multimodal.
However, all routes are having service improvements and will all be at least 60 minute frequency. Currently, some are over an hour between buses. That 15 minute improvement makes missing the bus slightly less inconvenient. At the other end, some routes will have frequencies approaching BRT status. Additionally, there are more indications that they might definitely be heading in a BRT-lite direction for Route 1 with both a limited stop option as well as signal priority. Of course, a decent portion of Route 1 is substantially identical to the proposed Riverside Streetcar, so it is imperative that RTA follow along with that conversation so that improvements could benefit both systems. Final comments on the entire plan are due to RTA by September 19. Access to a copy of the proposed changes is here [PDF] and a copy of the meeting notice is included here (PDF, identical to picture above).
That’s all for now, folks. If there are any other projects going on in the area, feel free to share more info so that others can add comments. There is of course quite a lot going on in the region and some stuff will undoubtedly slip under the radar without vigilance.
This post has been sitting in draft for a bit. Originally meant to be a bit of a follow-up post to All users vs. all access, it got repurposed today by some other antics that are more fitting of using this title. Enjoi.
Chalk up another one for outrageous/ridiculous claims column. Today saw [vehicular] cycling promotion reach a new low with Dan Gutierrez taking the time to compare separated bike infrastructure with the racially charged history of Jim Crow era. While he undoubtedly isn’t the first to draw the comparison, Gutierrez took it a step further and likely greatly diminished any positive impact. What started as a simple complaint about some new buffered bike lanes quickly reached epic heights of stupidity when he decided to really make a point by producing a graphic (original here).
The appropriate response was best summed up by a Dutch acquaintance who offered the following response:
“Wait, lemme get this straight, is this guy trying to compare the absurdity of segregation/apartheid with the lifesaving safety of good bike infrastructure/bikepaths?”
Indeed he is. This is a new twist on a common rallying cry in favor of the placement of bikes in the general travel lanes with cars/trucks/buses/??? vs. providing cycletracks. The assertion is that bikes are vehicles and are thus driven, not ridden. So as driven vehicles, operating them should be done according to “rules of the road as drivers of vehicles” and not anywhere they feel. Buffered bike lanes/cycletracks would produce a wrinkle in that by keeping bikes in those lanes the majority of the time.
The claims used against cycletracks (or even BBLs) are usually no less absurd, as has been seen already. There certainly is a danger that horrific stuff may end up on the ground, but even the Dutch don’t get everything right. Due vigilance by advocates is certainly necessary to make sure that only good stuff gets built, but there is no reason to continue the adamant crusade against infrastructure that would mitigate at least 40% of cycling deaths as well as dramatically increase ridership. The status quo is lethal, as shown by the dismal comparison of American and Dutch cycling safety, so say nothing of the demographics represented in the pedals.
There is a real opportunity for such facilities to improve things. A ‘segregated’ facility does not have to be inferior nor inconvenience the users, as has been seen numerous times by the posts done by various individuals suck as Mark Wagenbuur, Mikael Colville-Anderson, etc. of the superb facilities and great leaps being taken in their local areas to encourage cycling. In many cases, they often result in a cycling experience that is superior to that of those driving. Meanwhile, we’re stuck with “the Cult of the Johns” and partners who refer to anyone not wanting to ride in the midst of traffic with choice adjectives such as “ignorant, frightened, mentally lazy, and traffic incompetent“.
This can only serve to hamper the ability for both current cyclists to gain acceptance by a wider swath of the population as well as being greatly callous and tone-deaf to history. The black community still deals with the residuals of the Jim Crow era far too often and there are many alive who actually remember using ‘COLORED’ facilities. This is not a legacy nor is it a an honorable image to invoke into the push to save lives. One can only hope that the vehicular cyclist crowd doesn’t shoot progress in the other foot too.