The League is switching to preferential voting for the upcoming Board Elections. To test out our new system, we thought it would be fun to vote for the best cyclist of all time. This will be the same method we will use for the 2011 Board elections and allows each member to have their voice heard clearly — and ensures that our board members have the support of our national audience.
Here’s how it works:
1. A member logs in and votes on www.bikeleague.org, ranking all the cyclists in order of preference.
2. The cyclist with the least number of first votes is eliminated. Votes for that cyclist are redistributed according to the voters’ second choices.
3. Once again, the cyclist with the least number of votes is eliminated, and those votes are then spread among the remaining cyclist by who the voter chose second (or third, if their second choice has already been eliminated).
4. This process continues until there is just one cyclist remaining. Stay tuned to see who the best cyclist is – ever. We will post the results online and in the next issue of American Bicyclist.
Meghan Cahill League Director of Communications
Cahill joined the League in December 2008 and has a BA in Media Communications with a concentration in Italian Studies from the College of Charleston.
Washington really is an odd place to do business. Even as the City prepares for the Summer exodus to the beach or home districts (or really anywhere away from the heat and humidity), the last few days of any Congressional session are alive with possibilities and danger, and interest groups such as ours have to be prepared for almost anything, flexible, and on 24 hour alert!
As I write, the House is debating the Transportation Appropriations bill – the annual approval of the funds and programs that the Department of Transportation spends and passes on to the States for various programs. Normally, there’s not much to get worked up about in this particular bill. The major programs and funding levels are set (or “authorized”) every five or six years by the transportation bill – and the appropriators really only get to play with the discretionary parts of the USDOT’s budget, which are relatively small.
This year, things are a little different. There are a handful of Members of Congress who still want to strip every funding program for bikes out of the budget – this time Congressman Broun of Georgia tried to introduce an amendment to prevent ANY funds in the bill going to bike paths; that proposal wasn’t even considered in bounds, so we didn’t have to go through the fire drill of getting folks wound up to defend bike funding. (Don’t worry, though, it seems inevitable it will come up again…!)
There’s also a major impasse over the next transportation bill, which means there are no new programs to be funded…but there’s a new administration and a new interest in programs like livability that some legislators really want to get moving. Of course, we want those programs funded as well, because they are likely to result in additional investment in bicycling. Two of our most favorite people in Washington are supporting a $200 million livability program in the bill – Secretary LaHood and Congressman Blumenauer – and ordinarily we would be right behind it.
Unfortunately, they find themselves ranged against two more of our most favorite people in Washington – Representatives Oberstar and DeFazio. They are both supporters of livability, of course – they wrote livability into the draft transportation bill after all. They are fiercely protective of their role as leaders of the Transportation and Infrastructure Committee and authorizers of the programs that USDOT and the state DOTs implement. We are grateful for this authority, as it protects programs like the transportation enhancement and Safe Routes to School from potential annual attack by appropriators. The struggle in Congress between authorizers and appropriators is age-old, deep-seated, and transcends bicycle issues: authorizers never want to cede power to appropriators. In this case they don’t want a livability program created without their say because of the precedent it might set next year and the year after; they’d much rather have a new transportation bill written!
So, we find ourselves, along with other advocates, in a challenging position! We are standing on the sidelines watching and waiting. All four of our champions want strong livability initiatives in the USDOT and Federal Highway Administration…that isn’t the issue. The issue is how it gets done, and that’s something only Congress can work out. And with these four players involved…how can we possibly take sides.
UPDATE: The DeFazio Amendment just passed.
Andy Clarke League President
Clarke was appointed to the position of Executive Director in April of 2004 after successfully leading efforts to create, interpret and implement the various transportation programs that are available to improve conditions for bicycling and walking as the League’s State and Local Advocacy Director.
One of the important achievements of the ADA was to require that facilities in the public right of way are built to accommodate users with disabilities. This led to improved standards for items such as crosswalks, curb cuts, sidewalks and pedestrian warnings and signage. The ADA has been remarkably successful in expanding transportation accessibility. However, there is still work to be done.
While we should take today to celebrate this historic achievement, let’s also take a moment and think about the work remaining to be done. Twenty years after ADA, and almost 40 years since the first requirements for curb cuts in Federal projects, it’s shocking that lack of access is still an issue anywhere in the transportation system. The fact that it is still an issue highlights the entrenched nature of State DOTs and local public works agencies that are so resistant to change. Where the ADA has forced transportation agencies to integrate the needs of people with disabilities into planning and projects, the needs of everyday pedestrians, transit users and, of course, cyclists are still routinely overlooked or dismissed. And don’t forget, the ADA didn’t require sidewalks – it says that if they are present, they must be made accessible. That’s why Complete Streets is so critical and is part of the unfinished business of ADA, and that’s why the disability community has been such a leader in the Complete Streets movement.
Complete Streets policies ensure that transportation agencies routinely design and operate the entire right of way to enable safe access for all users. Similar arguments were made about cost, control and need; but for many of us it’s tough to imagine going back to the time before the ADA made accessibility a part of the everyday work of planners and engineers. The League, in conjunction with other national partners, is working on instituting Complete Streets at the federal level, and there are many state and local campaigns currently going on that you can support. We look forward to the time that we try to remember what life was like without Complete Streets. We certainly can’t afford 20 more years to make it happen.
Jeff Peel State and Local Advocacy Coordinator
Peel joined the League in March 2008 as a Program Specialist for the Bicycle Friendly Communities program. Peel has a BA in American Studies from the University of Southern Mississippi.
A new report issued by the Congressional Budget Office (CBO) concludes that a law that would provide states with grants for distracted driving safety programs would not contribute to the federal deficit. The bill, S. 1938, the “Distracted Driving Prevention Act,” proposed by West Virginia Senator John Rockefeller, would authorize the Secretary of Transportation (via the National Highway Traffic Safety Administration) to give grants to states that “enact laws that prohibit, with certain exceptions, and establish fines for texting and/or handheld cellphone use while driving.” At least half of the grant would have to be spent on education about the danger of driving while talking on the phone and texting and enforcement of the ban. The rest of the grant would be spent on other traffic safety improvement projects.
The report states unambiguously that the “CBO estimates that enacting the legislation would have no significant impact on the federal budget.” The reason gets fairly technical but boils down to the fact that the grant money would come out of funds that have already been budgeted (“previously appropriated contract authority”). This report could be good news for the bill. It has now been reported out of committee with the recommendation that it be taken up by the Senate as a whole. It is up the the majority party (Democrats) as to when this might happen.
In other distracted driving news, Delaware has joined the ranks of states with distracted driving laws. Governor of Delaware Jack Markell signed a law on July 6 making Delaware the eighth state to ban hand-held mobile phone use while driving. The law becomes effective on January 2, 2011. “We had too many people who were driving while distracted,” Markell said. “These new laws should be a deterrent. It should make people think twice.” While 29 other states prohibit texting and driving, Delaware joins a smaller group that prohibits all phone use behind the wheel. The ban also applies to electronic games, PDAs and laptops.
Flusche joined the League in April 2009 and has a B.A. in history from Syracuse University and a Masters of Public Administration with a concentration in public policy analysis from New York University.
The City of San Antonio has launched a new safety campaign called “Get Cyched,” featuring these two ads, to draw attention to their new Safe Passing Ordinance. The message emphasizes sharing the road, and responsibilities for motorists and bicyclists. The city’s safe passing law requires most drivers to give at least three feet when passing and commercial truck drivers to give 6 feet. The city also passed an ordinance that requires bicyclists to use a front light and a rear light or reflector when riding at night.
According to the press release, the campaign is funded through the American Recovery and Reinvestment Act with Energy Efficiency Block Grant (EECBG) funds through the Department of Energy, with support from San Antonio’s Mayor:
“We have made bicycles a higher priority in San Antonio,” Mayor Julián Castro said. “Not only do bike-friendly initiatives promote healthy living, they will improve the overall quality of life in our city and make places like downtown more attractive to investment and residential living.”
Flusche joined the League in April 2009 and has a B.A. in history from Syracuse University and a Masters of Public Administration with a concentration in public policy analysis from New York University.
Last Friday marked the summer deadline for Bicycle Friendly Community (BFC) and Bicycle Friendly Business (BFB) applications. These programs are a part of our Bicycle Friendly America program, which also includes Bicycle Friendly States and, coming soon, Bicycle Friendly Colleges and Universities. The BFC and BFB programs have grown successfully since 2003 and 2008, respectively. Check out our our Bicycle Friendly America site and map to see profiles of the communities and businesses that currently hold the designation.
This round, with 52 communities and 105 businesses applying, marks a record in the number of applicants in both program!
Bicycle Friendly Community
The two rounds in 2010 have seen a 25 percent increase in applicant communities from the two rounds in 2009. This growth represents a broader range of cities and towns that are realizing the value of being bicycle friendly and making changes in this direction. These communities are located in states including: Mississippi, Maryland, New Mexico, New Jersey, Tennessee and Texas. The range in populations spans from less than 2,000 to more than 800,000. This impressive array of communities both big and small, east coast and west coast, rural and urban have uniquely incorporated bicycle infrastructure, educational programs, and bicycle master plans.
Bicycle Friendly Business
There was a 50 percent increase in applications this round as compared to the Winter 2010 term. This pool of businesses and organizations reached far beyond the bicycle industry to include medical centers, software companies, federal government agencies, city governments, commercial real estate firms, pharmaceuticals, food services and architectural firms. Employers across the country are installing bike racks and showers, organizing company rides and offering bike commuting compensation to their employees– whether doctor, construction worker, engineer or waiter.
We look forward to reviewing these applications and seeing some of the innovative ways that bikes are being incorporated into America’s communities and businesses. Check back in the fall for the announcement of award winners.
Carly Sieff League Bicycle Friendly America Program Assistant
Sieff joined the League in April 2010 with a Bachelors in Urban Studies and Science & Society from Brown University.
One cool feature: the guide outlines different types of treatments and includes a simple checklist to determine if bicycling friendly guidelines have been followed.
The guide was designed for Virginia advocates but many of the ideas can be used by advocates across the country. Check it out here.
Darren Flusche League Policy Analyst
Flusche joined the League in April 2009 and has a B.A. in history from Syracuse University and a Masters of Public Administration with a concentration in public policy analysis from New York University.
Now that we’re recovered from our jet lag, let’s follow up on our previous Velo-City Global blogging, by presenting some of the other good coverage of the event that’s out there. Our good friend, prolific blogger, and cycling ambassador to Copenhagen, Mikael Colville-Andersen, commented the Friday of the conference that he hadn’t even had a chance to check his email all week, let alone blog.
Excuses aside, we tried to document many of the activities by camera. Check out our Flickr page to see some of the sights.
The exclamation point on the end of the Velo City Global coverage has to be the StreetFilms video Cycling Copenhagen, Through North American Eyes. Let the scenes of Copenhagen cycling and the enthusiasm of advocacy and city leaders from around the U.S and Canada inspire you to get out and enjoy cycling this weekend.
Jeff Peel State and Local Advocacy Coordinator
Peel joined the League in March 2008 as a Program Specialist for the Bicycle Friendly Communities program. Peel has a BA in American Studies from the University of Southern Mississippi.
The Recumbent Blog got its hands on the installation instructions for continuous milled rumble strips in Alberta, Canada. It’s worth looking at in the context of our discussion of rumble strips to examine what’s good about the approach and what could be improved.
In our report on rumble strips, we highlight four common problems with rumble strips that should be addressed in bicycle-tolerable installation: 1. strips that are too wide, 2. grooves that are too deep, 3. strips not placed near the fog line, and 4. strips that are continuous.
Let’s take the width first. Some of the most bicycle-tolerable designs call for 5 inch wide rumble strips, but strips are sometimes 16 or 18 inches wide and even occasionally take up the entire shoulder (see the photo in our previous post). In that context, the one foot wide strip here could be a lot worse.
Second, relatively speaking, 8 mm is a very favorable rumble strip depth for cyclists.
The third issue is placement. Strips should be placed within a foot of the fog line, and the Alberta installation calls for this, which is great. So far the guidance is three for three. The trick with placement is that sometimes implementation doesn’t follow the plan. Sometimes the agency doesn’t even know that the contractors are mis-installing the strips until bicyclists bring it to their attention, so advocates should monitor rumble strip installation to make sure the strips are installed correctly.
In the photo below from the Recumbent Blog, you can see the strip sitting snuggly against the white fog line. The best part of the example below, though, is the six foot remaining ridable shoulder to the right of the strip. Guidance from the US Federal Highway Administration (FHWA) says that strips should not be installed unless there is at least four feet remaining (five if there is a guardrail). Six feet makes this a comfortable ride — and gives drivers plenty of time to correct their trajectory before their fully off the road.
A rumble strip close to the fog line with a six foot shoulder in Alberta, Canada (Photo from The Recumbent Blog)
The fourth potential issue is the only one that I’d suggest they re-visit. These strips are continuous. They do not include any gaps to allow cyclists to cross into the travel lane to avoid debris or rough pavement.
I’d like to thank the Recumbent Blog for bringing up this real life example that gets close to following bicycle-tolerable practices. What we tell state and local advocates is that rumble strips are not going anywhere. FHWA and state DOTs see them as an effective and inexpensive safety tool. The trick for bicycling advocates is to urge agencies not to install rumble strips indiscriminately (i.e. only when conditions call for it and there are sufficient shoulders,) and to follow bicycle-tolerable practices when they do install them.
Darren Flusche League Policy Analyst
Flusche joined the League in April 2009 and has a B.A. in history from Syracuse University and a Masters of Public Administration with a concentration in public policy analysis from New York University.
When bicycling advocates approach their elected officials to encourage them to support bicycling-friendly policies, one of the first rules is: be informed.
The Bureau of Transportation Statistics has made being informed about transportation statistics in the fifty states a little easier, with their new publication, the accurately, if not flashily, titled: STATE TRANSPORTATION STATISTICS, 2009.
The report consolidates existing sources on a range of transportation topics from safety to miles traveled, and from freight to air travel. Not surprisingly, the document is short on data on bicycling, since there is a general lack of comprehensive bicycling data available. Even in their reporting of the American Community Survey data, they group the results for bicycle commuters with motorcyclists and taxi cab passengers.
Nonetheless, the document is 143 pages of ‘did you know?’ For example, did you know that the United States has 4.04 million miles of public road and more than 600,000 bridges?
The bulk of the report focuses on comparing states. It reminds us that California (3,434), Texas (3,382), and Florida (2,978) had the most traffic fatalities in 2008, but that Wyoming (30), Mississippi (27), and Montana (24) had the most fatalities per 100,000 residents. Florida (2.7), Louisiana (2.4), Nevada (2.2), and South Carolina (2.2) had the highest pedestrian traffic fatality rates per 100,000 people.
One of the few times bicycling comes up is regarding helmet laws. No states require helmet use for adult bicyclists, but 22 states have helmet laws for children (age varies).
You might have guessed that New York State, with all that good transit in its most populous city, has the fewest licensed drivers (per driving age population,) but did you know that Illinois has the most?
Speaking of transit, the New York City metropolitan area has the most transit trips (4.2 billion a year). They do not break the numbers down by transit trips per capita, so the largest metropolitan areas generally have the largest number of transit trips; however Washington, DC, and San Francisco, CA, have notably more transit trips than the cities immediately above them in population. Freeway-heavy Los Angeles has the second most transit trips – 84.5 percent of them are by bus.
Which states had the most vehicle miles traveled per person in 2008? Mississippi (14,875), followed by two western states: Oklahoma (13,315) and New Mexico (13,243).
Which state has the highest gas prices before taxes? Home of the pipeline, Alaska.
Which state draws its highest share of energy consumption from the transportation sector? Hawaii – 58.8 percent of its energy use comes from transportation (the number includes jet fuel; it’s an archipelago, after all).
Which state registered the most new hybrid cars in 2007? California absolutely crushes the competition in this category. It registered 97,000 hybrids compared to 19,000 in Florida and 17,000 in New York and Texas. The top ten states account for 60 percent of hybrid registrations.
Finally, which metropolitan areas have the most air pollution (measured in days with an Air Quality Index over 100)? The answers: Riverside, CA, Los Angeles, CA, Sacramento, CA, San Diego, CA, New York City, Philadelphia, PA, and Atlanta, GA.
Creative use of these data should prove useful in making the case for bicycling transportation. (Please send examples.) And if nothing else, it makes for interesting reading for the data-obsessed.
Darren Flusche League Policy Analyst
Flusche joined the League in April 2009 and has a B.A. in history from Syracuse University and a Masters of Public Administration with a concentration in public policy analysis from New York University.
St. Charles, Mo. County Council decided to table the proposed bike ban after the bill’s initial reading last night. Thanks to all county residents and advocates who spoke out against the proposed ban!
If you live in St. Charles County it’s not too late to speak up! Tell your Council members to vote against this bill in our Advocacy Center.
Jeff Peel State and Local Advocacy Coordinator
Peel joined the League in March 2008 as a Program Specialist for the Bicycle Friendly Communities program. Peel has a BA in American Studies from the University of Southern Mississippi.
St. Charles County Council Member Joe Brazil will be introducing a bill (bill no. 3620) in an attempt to ban bicycles from 5 state owned highways at tonight’s County Council meeting. If you live in Charles County, please attend tonight’s meeting at 7:00pm at the County Council Executive Building.
* If you live, work, or own a business in St Charles County, say so.
* Strongly oppose the bicycle ban.
* The ban on bicycles is the absolutely wrong way to go about solving what is a very serious problem.
* Before taking such a drastic and controversial action, the council needs to carefully study the issue and meet with affected groups.
* No other county in Missouri, or in the U.S. for that matter, has enacted such a sweeping ban of bicyclists on the main and only connecting highways.
* Area bicycle organizations would like the chance to meet with county officials, MoDOT officials, concerned citizens groups, and others, and work out a solution that will actually solve the problem rather than simply scapegoating bicyclists.
* More study is needed–do they even know if **any** collisions on these roads are caused by bicyclists? Have they studied causes of collisions on these roads? If not, they need to stop and do so before taking drastic action.
For St. Charles County residents unable to attend the meeting, you can email your County Council member at our Advocacy Center.
See this newscast on the ban:
UPDATE:
Missouri Bicycle & Pedestrian Coordinator Melissa Anderson says that the roads in the proposed ban fall under the jurisdiction of Missouri Highways and Transportation Commission and that “MoDOT has no intention of prohibiting cyclists from state roads. Bicyclists have the same rights and responsibilities as drivers according to the law. It is important that there is mutual respect and consideration between cyclists and motorists. Cyclists must obey the laws and motorists need to respect a cyclist’s right to use the road and not intentionally cause them harm. Local law enforcement may be able to assist with both of these issues.”
226.130. 1. The commission shall: (1) Have supervision of highways and bridges which are constructed, improved and maintained in whole or in part by the aid of state moneys, and of highways constructed in whole or in part by the aid of moneys appropriated by the United States government, so far as such supervision is consistent with the acts of Congress relating thereto;
Jeff Peel State and Local Advocacy Coordinator
Peel joined the League in March 2008 as a Program Specialist for the Bicycle Friendly Communities program. Peel has a BA in American Studies from the University of Southern Mississippi.
The Advocacy Advance Team has produced a report on rumble strip policies and we are working with a number of states to ensure road agencies are enacting bicycle-tolerable rumble strip policies and adhering to them. However, we haven’t excerpted the report on the blog yet. So let’s start the week off with that.
Route 45, Southern Illinois (Photo provided by Ginny Sullivan of the Adventure Cycling Association)
BICYCLING AND RUMBLE STRIPS
Problems for Cyclists
What are rumble strips?: Rumble strips are raised or grooved patterns in a road’s shoulder designed to alert drivers with noise and vibrations that they are drifting off the roadway. They can be an effective safety measure to prevent run‐off‐the‐road (ROR) crashes, especially on limited‐access highways and rural two‐lane highways with long straight sections. (Rumble strips placed on the centerline can help prevent head‐on crashes.)
How do rumble strips impact cyclists?: Rumble strips are virtually impossible to ride a bicycle on or over– they are at best uncomfortable, even for a very short distance, and at worst can cause a cyclist to lose control of their bike and fall. They can damage a bicycle wheel, can cause a flat tire, and/or shake lose parts off a bicycle. Consequently, cyclists will avoid riding over themii – and when rumble strips leave no room on a shoulder, the cyclist will have no other option than to ride in the travel lane. While rumble strips do not deter car, truck or bus travel, they have a severe impact on bicycling travel, and have ruined popular cycling routes.
The negative impact of rumble strips on the ride‐ability of a roadway has prompted American Association of State Highway and Transportation Officials (AASHTO) and the Federal Highway Administration (FHWA) to provide guidance to follow when considering rumble strips on roadways used by cyclists. They recommend that rumble strips should not be used indiscriminately on roadways that are not limited‐access. Rumble strips should be used where there is a history of run‐off‐the‐road crashes; especially where there is sufficient recovery room for a motorist to react to the alert provided by the rumble strip; and when the impact cyclists can be minimized. This means that at least four feet of unobstructed roadway shoulder remains after the rumble strips have been installed.
States should train and monitor contractors to ensure best practices are followed. Advocates should work with their state DOTs, Municipal Planning Organizations (MPOs), and county road commissions to verify that unnecessary rumble strips are not installed and that preferred bicycling routes, especially, are kept free of rumble strips. It is important to get it right the first time. Improperly installed rumble strips are expensive to repair – often costing many times more than the original installation – and usually cannot be repaired without leaving behind an uneven surface or a shoulder prone to early failure.
Specific Elements to Address
1. Too wide – many rumble strips are excessively wide, removing limited space on the shoulder for bicyclists to travel.
2. Too deep – most rumble strips are ground‐in to depths that are excessive and dramatically more dangerous for cyclists.
3. Continuous – rumble strips without gaps in the strip do not allow a safe way for cyclists to cross, merge or turn without hitting rumble strips.
4. Placement – the lateral placement in a shoulder can make a shoulder that was once verycomfortable to a bicyclist unusable.
Rumble strips along GA 193 south-southwest of Chattanooga, Tennessee – near intersection with Battlefield Parkway (GA 2). Photo by Dennis Coello
Flusche joined the League in April 2009 and has a B.A. in history from Syracuse University and a Masters of Public Administration with a concentration in public policy analysis from New York University.
Dorene Paul, the reference assistant for the Sandusky Library in Sandusky, OH, was browsing through the archives one day recently when she came upon some artifacts from the early days of the League, then known as the League of American Wheelmen. She found a program from the League’s 13th Annual Meeting, which includes classic advertisements for bicycles, and a period photograph of a woman posing with her bike. ”I just really enjoy browsing through all the vintage items we have here in our Archives at Sandusky Library,” she said. The 19th century League meeting program caught her eye. The materials are posted on the Library’s blog.
(Photo from Sandusky Library Archives)
The program from 1893 reminds us of the long history of the League’s advocacy efforts, then focused on the Good Roads Movement to pave America’s streets. Today the work continues with the annual National Bike Summit. A lot has changed in Sandusky and the U.S. since 1893. “Probably the main thing I noticed in the file with the program from the League of American Wheelmen,” Paul said, “was that the prices of hotel were very inexpensive, and automobiles had not become popular yet, so…it was a much simpler time.”
Darren Flusche League Policy Analyst
Flusche joined the League in April 2009 and has a B.A. in history from Syracuse University and a Masters of Public Administration with a concentration in public policy analysis from New York University.
We want to update you on the bike ban in Black Hawk, CO. We have continued to monitor the situation and we are supporting our colleagues at Bicycle Colorado in the fight to overturn it.They offer the following update:
More than 100 bicyclists joined together at the state capitol last week to show their support to keep roads open to bikes in Colorado. State Senators Greg Brophy and Chris Romer spoke out about the bike ban.
“This is a basic freedom issue,” said Senator Brophy. Senator Romer spoke about the message a ban sends about Colorado, “Why do we want to have the only city in America to ban bicycling through the entire city?”
photo courtesy of Bicycle Colorado
Cyclists can speak out by signing Bicycle Colorado’s online petition.
We’ll continue to share updates as they are available.
Jeff Peel State and Local Advocacy Coordinator
Peel joined the League in March 2008 as a Program Specialist for the Bicycle Friendly Communities program. Peel has a BA in American Studies from the University of Southern Mississippi.
There are a number of notable new reports out that are worth looking at this week. Here’s a quick summary.
Bicycling health benefits outweigh risks
Dutch researcher Dr. Jeroen de Hartog and his colleagues have published a new study, “Do The Health Benefits Of Cycling Outweigh The Risks?” that concludes that the health benefits of bicycling are “substantially larger than the risks of cycling relative to car driving.” The authors quantify the risks and benefits and determine that the increased physical activity gained from switching from driving to biking lead to “about 9 times more gains in life years than the losses in life years due to increased inhaled air pollution doses and traffic accidents.”
Road Diets decrease crashes
The Federal Highway Administration released a study (PDF) using data from the Highway Safety Information System (HSIS) that shows that reducing four lane roads to three lane roads with center turning lanes and bike lanes in both direction can improve safety without reducing annual average daily traffic (AADT) volumes for roads with under 20,000 AADT. (For more on road diets, here’s the classic Road Diet reference, PDF, by Dan Burden.)
Measuring the impact of mixed use development on traffic generation models
Ken Barfield from the Natural Resources Defense Council (NRDC) has a recent post on the way new models of traffic generation from mixed used development projects are re-shaping zoning requirements. The gist of it is that land-use policies can impact actual traffic generation, but up until now that hasn’t been taken into account in the formulas planners have used. This has resulted in excessive road and parking supply. In response, the Environmental Protection Agency commissioned a study to improve the method by which they estimate the impacts of mixed use designs on traffic.
Also see…
…the new Safe Routes to School guide (PDF) on implementing the program in low-income schools and communities, and…
Flusche joined the League in April 2009 and has a B.A. in history from Syracuse University and a Masters of Public Administration with a concentration in public policy analysis from New York University.
Two books you may be interested in for the summer.
First, friend of the League, Mia Birk, former Bicycle Coordinator for Portland, Oregon, and now CEO of Alta Planning and Design, has published a book, Joyride: Pedaling towards a healthier planet. The book tells the story of her career trying to integrate bicycling into daily life. Hear it from her:
Second, Lester Brown has included a chapter on bicycling in his new bookPLan B 4.0. Here’s an adapted excerpt:
Few methods of reducing carbon emissions are as effective as substituting a bicycle for a car on short trips. A bicycle is a marvel of engineering efficiency, one where an investment in 22 pounds of metal and rubber boosts the efficiency of individual mobility by a factor of three. On my bike I estimate that I get easily 7 miles per potato. An automobile, which requires at least a ton of material to transport one person, is extraordinarily inefficient by comparison.
The bicycle is not only a flexible means of transportation; it is ideal in restoring a balance between caloric intake and expenditure. Regular exercise of the sort provided by cycling to work reduces cardiovascular disease, osteoporosis, and arthritis, and it strengthens the immune system.
Darren Flusche League Policy Analyst
Flusche joined the League in April 2009 and has a B.A. in history from Syracuse University and a Masters of Public Administration with a concentration in public policy analysis from New York University.
As bicyclists and advocates, we spend a fair amount of time with our attention paid to the political world, to promote policies that foster better bicycling conditions. It is less common that the political world turns its attention to bicycling. The Tour de France, this year, has attracted at the notice of at least some politicos. The National Journal’s Hotline On Call shows us the parallels between today’s politics and bicycling. Which cyclist best embodies Nancy Pelosi’s spirit? Which pol has Lance Armstrong’s fierceness?
Flusche joined the League in April 2009 and has a B.A. in history from Syracuse University and a Masters of Public Administration with a concentration in public policy analysis from New York University.
Transportation Secretary Ray LaHaood’s remarkable streak of promoting bicycling and walking continues today in anticipation of this Fourth of July holiday weekend. The secretary writes on his blog about the US Bicycle Route System, which our friends at the Adventure Cycling Association have been working on with the American Association of State Highway Transportation Officials (AASHTO) since 2005. The planned nationwide network of routes and trails will connect communities all over the country, creating alternatives to car travel and countless recreational opportunities.
States can apply to incorporate their trail network into the Route System. The secretary reports that 19 states have already begun planning and implementation.
US Bicycle Route System Corridor Map
In addition to describing the process and progress, the blog post lays out about as cogent and succinct transportation case for the Route System that I’ve yet heard:
The USBRS is not just a bunch of bike paths; we’re talking about a transportation system. It will facilitate travel between communities and to historic and cultural landmarks. It will give people living in more rural areas a way to travel into a nearby urban area by bicycle. Urban and suburban residents will have better access to rural recreation areas. And–like our interstate highway system–it will facilitate long-distance travel by bicycle, whether across one’s state or across the country.
Hopefully, your plans for this long weekend include a nice long bike ride. And if all goes according to plan, in a few years you’ll be able to start a trip on July 4th and stay on one planned route for just about as long as you could possibly want. Just don’t get lost.
(Thanks to Richard Moeur for sending the up to date route map above.)
Some of the many major trails the US Bicycle Route System will help connect (Map from fastlane.dot.gov)
Darren Flusche League Policy Analyst
Flusche joined the League in April 2009 and has a B.A. in history from Syracuse University and a Masters of Public Administration with a concentration in public policy analysis from New York University.
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