Author Archive for Mike Lydon

U.S. Mayors For Bicycling

Published
by
Mike Lydon
on June 30, 2008
in Bicycles, Bikes, Mayor Diaz, Miami, bikeway and biking
. 0 Comments

For those who may not know, at the recent U.S. Conference of Mayors, held in Miami, Miami Mayor Manny Diaz was recently elected to serve as the longstanding organization’s President. Transit Miami has obtained a copy (below) of a resolution drafted by the Transportation and Communications Committee and adopted at this very conference. It is our pleasure to share it with you.

Although it doesn’t guarantee action, it certainly represents an understanding of the inherent benefits associated with bicycling, especially in urban areas. One can hope that it also demonstrates the progress America’s cities continue to make towards livability and sustainability. If anything, to my knowledge, such an on-paper commitment to bicycling has never been so far reaching in this country. Hopefully, this is just the beginning…

RESOLUTIONS ADOPTED AT THE

The U.S. Conference of Mayors

76th Annual Meeting

June 20-24, 2008

Miami

TRANSPORTATION AND COMMUNICATIONS COMMITTEE

###

ENSURING BICYCLING IS INTEGRATED INTO NATIONAL TRANSPORTATION,

CLIMATE, ENERGY AND HEALTH POLICY INITIATIVES

WHEREAS, bicycling can provide multiple and cross-cutting

benefits in U.S policy initiatives that seek to address

transportation needs, limit climate change and energy

consumption and improve public health; and

WHEREAS, we now live in a nation with 300 million people, and

that number is expected to grow to 365 million by 2030 and to

420 million by 2050 with the vast majority of that growth

occurring in congested urban areas where there are significant

limitations on accommodating increased motor vehicle travel; and

WHEREAS, since 1980, the number of miles Americans drive has

grown three times faster than the U.S. population; and

WHEREAS, a national transportation system that invests in and is

conducive to bicycling reduces traffic congestion in our most

heavily congested urban areas while promoting an overall

improved quality of life that is valuable for the Nation; As

example:

• More than 200 cities throughout the U.S., representing more

than 35 million people have committed to implementing bicycle

friendly action plans to make their communities more bicycle

friendly; and

• The greatest potential for increased bicycle usage is in our

major urban areas where 40 percent of trips are two miles or

less and 28 percent are less than one mile; and

• Surveys show that a majority of people want to ride more but

are dissuaded by concern over traffic danger and other

barriers, and case studies have shown that when those barriers

to bicycling are removed, people start riding; and

WHEREAS, a national network of interconnected urban and rural

bikeways can provide valuable community benefits, including low

or no-cost recreation and alternative transportation options for

people of all ages and abilities

WHEREAS, the transportation sector contributes one-third of the

greenhouse gas emissions in the United States and passenger

automobiles and light trucks alone contribute 21 percent

WHEREAS, 10 percent of global oil production goes solely toward

fueling America’s cars and trucks and the U.S. could save 462

millions of gallons of gasoline a year by increasing cycling

from one percent to one and a half percent of all trips; and

WHEREAS, bicycle commuters annually save on average $1,825 in

auto-related costs, reduce their carbon emissions by 128 pounds,

conserve 145 gallons of gasoline, and avoid 50 hours of gridlock

traffic; and

WHEREAS, over 800 of our Nation’s Mayors have signed onto the

Climate Protection Agreement of the United States Conference of

Mayors urging the Federal Government to enact policies and

programs to meet or exceed a greenhouse gas emission reduction

target of a seven percent reduction from 1990 levels by 2012;

and

WHEREAS, two years ago the Conference of Mayors unanimously

endorsed the U.S. Mayors Climate Protection Agreement, whereby a

key component is to implement climate-friendly land-use policies

and invest in public transportation and bicycle and pedestrian

infrastructure; and

WHEREAS, the Center for Disease Control estimates that if all

physically inactive Americans became active, we would save $77

billion in annual medical costs

WHEREAS, the United States is challenged by an obesity epidemic

in which 65 percent of U.S. adults are either overweight or

obese, and 13 percent of children and adolescents are

overweight, due in large part to a lack of regular activity; and

WHEREAS, the percentage of U.S. children who walk or bike to

school has dropped by 70 percent since 1969 such that only 15

percent of students were walking or biking to school in 2001

while the rate of childhood obesity has tripled in recent years,

NOW, THEREFORE, BE IT RESOLVED that The U.S. Conference of

Mayors believes that achieving increased levels of bicycling is

in the national interest; and

BE IT FURTHER RESOLVED that the U.S. Conference of Mayors

encourages the development and implementation of a coordinated

national bicycling strategy aimed to increase safe bicycle use

as a mode of transportation; and

BE IT FURTHER RESOLVED that the U.S. Conference of Mayors

encourages the development of federal transportation,

environmental and public health policies that recognize

increased and safe bicycle usage for transportation is in the

national interest and that we further urge Congress in the next

federal transportation reauthorization to establish policies and

funding mechanisms that will aim to:

• Reduce the number of motor vehicle miles traveled (VMT); and

• Improve safety conditions for bicyclists; and

• Collect transportation and safety data needed to monitor

progress; and

• Provide incentives for state and local governments to adopt

and implement Complete Street policies designed to accommodate

all users; and

BE IT FURTHER RESOLVED that even absent federal incentives,

Governors and state-level leadership should embrace Complete

Streets policies that acknowledge the contributions of bicycles

as a means to reduce vehicle miles by integrating bicycle use

into standard street design; and

BE IT FURTHER RESOLVED that that the U.S. Conference of Mayors

calls on all Mayors that sign onto the Climate Protection

Agreement to develop and implement action plans to incorporate

bicycling programs and policies as a key component in reducing

greenhouse gas emissions 80 percent by 2050; and

BE IT FURTHER RESOLVED, that the U.S. Conference of Mayors

encourages every mayor to strive to make their city a Bicycle

Friendly Community.

Do You Want Bicycle Lanes Along Coral Way?

Published
by
Mike Lydon
on June 22, 2008
in Bicycles, Uncategorized and bike lanes
. 9 Comments

If you know something about thoroughfare right of ways in Miami, you know that they are controlled by several different jurisdictions: State, County, City, and even Federal in the case of Interstate 95. While the City of Miami controls many of the local neighborhood streets, they essentially have no control over the the city’s major corridors. This my transit-minded friends, is a major problem, as such a thicket of bureaucracy tends to make the instigation of change a nightmare, especially when it comes to taking back the streets from the car cartel. Yet the City of Miami is finally starting to join us in the good fight and we need to help them, help us. The reconstruction of Coral Way is the most imminent opportunity.

If you would like to see bicycle lanes included on Coral Way, from Southwest 12th Avenue to Southwest 15th Road, please join Transit Miami by writing a quick letter of support by Friday, June 27th to Alexander Adams (aadams@miamigov.com) in the City of Miami Planning Department (You can even tell him, or us, where else you would like to see such facitlities). Bicycle lanes along this important corridor will be an important link in the City’s eventual bicycle network. Speak up and show FDOT that bicycling in Miami is being taken very seriously!

Spotlight on Sharrows

Published
by
Mike Lydon
on June 7, 2008
in Sharrows, bike lanes and biking
. 2 Comments

It is time to meet the Sharrow Miami. The what? The sharrow, a relatively new bicycle awareness/safety/wayfinding/bicycle lane-esque design tool quickly making its way across the country.

In short, sharrows are an on-pavement marking comprised of a directional arrow or “chevron,” and a bicycle symbol identical to those seen in bicycle lanes. Sharrows demonstrate that bicyclists should “take the lane” by directing them into safe, shared lane positioning. The sharrow is designed to reduce bicyclist/motorist conflict along medium-speed thoroughfares and help bicyclists safely avoid the door-zone. Sharrows are appropriate wherever unmarked travel lanes are too dangerous to share safely (think Biscayne Boulevard or Calle Ocho) and when bicycle lanes are not feasible due to available street width. Sharrows are also a great tool for mixed-use pedestrian-oriented districts as the continuation of an existing bicycle lane (I happen to think this will be the best solution for the Design District portion of the planned Northeast Second Avenue bicycle lane, as such a marking will not take away any precious retail parking spaces. Ditto for Alton Road.)

Born in Denver, and applied earnestly in San Francisco, several cities are now part of a Federal experiment to apply sharrows, including Miami Beach (apparently on Washington Avenue, but not yet implemented. We here at Transit Miami will keep our eyes on this one)

Studies in San Francisco, which began implementing sharrows in 2004, demonstrate improved lane positioning for cyclists and an improved amount of passing distance by motorists overtaking bicyclists. By virtue of their clear pavement marking sharrows also cut down on the number of sidewalk cyclists and riders traveling illegally against traffic. The official 2009 Manual on Traffic Control Devices (MUTCD), a guiding federal policy document for municipalities, will apparently include sharrows as an approved traffic control device. Thus, expect sharrows to become widespread in the not to distant future.

Presenting at the International Making Cities Livable Conference in Santa Fe, New Mexico this week, I was able to observe the sharrow in action. Santa Fe is one of America’s oldest urban settlements, dating back to the 11th century. This means the city existed for eight centuries before the rise of the automobile and the chaos that wrought on most American cities and towns. Fortunately, the powers that be have respected this history by not bastardizing the city’s excellent thoroughfare network. Thus, streets remain narrow and very pedestrian-friendly. But because the streets are proportioned correctly, most do not have the right-of-way space available for bicycle lanes.

Enter the sharrow. Most of the principle streets in Santa Fe use the sharrow to increase safety and awareness, as well as direct cyclists to the best routes through the city. They work beautifully. Cars, never able to move quickly due to the narrow lanes, not only expect to share the lane with bicyclists, they also yield to them.

Sharrows have not made their way to the City of Miami yet. However, it seems we will soon have a model in Miami Beach. Regardless, I can guarantee that they will be a recommended, and essential part of the Miami Bicycle Master Plan.

Blue Blockers: Perpetrators on 16th Street

Published
by
Mike Lydon
on May 30, 2008
in Miami Beach and bike lanes
. 10 Comments

On the commute home from work on Tuesday evening we happened upon a frustrating, albeit typical bicycle lane condition. Pictured below is the 16th Street bicycle lane and the overt blockage of the east and west bicycle lanes by none other than MBPD.

Perpetrator 1, 16th Street heading east.

Perpetrators 2 and 3, 16th Street viewing west moving travel lane.

This well-used bicycle lane has certainly improved east-west access in South Beach. The striping even narrowed what was an overly-wide street, effectively slowing the traffic and causing drivers to be on the alert for  bicyclists. However, one small drawback of bicycle lanes are that they often condition riders to expect a clear right of way at all times, save for the pesky door zone. After all, the lanes are striped for us, right? Well, in actuality a cyclists should probably expect all traffic conditions to be present and be prepared to navigate safely, bicycle lane or not. After all, we must do it on 99% of greater Miami’s thoroughfares, why should it be any different in the presence of a rare bicycle lane?!

Nonetheless, I have grown increasingly frustrated with the lack of enforcement on 16th Street. I see cars parked in the lane frequently and for extended periods of time. I also see motorcycles and scooters taking the liberty to travel within the bicycle lane (particularly unsafe for all involved). What’s worse, per the above images,  I now see cops abusing this space as well. (I might also add that I travel on 11th street heading west in the morning and am routinely impressed by A. how many police cruisers travel that street at 7:45 in the morning and B. their reckless driving habits; no turn signals, too fast, running lights etc. It is atrocious).

To be fair, I fully understand how certain situations necessitate the blockage of bicycle lanes . Any emergency is a primeexample. Of course police or firefighters who need direct access to a building should take the lane!

Yet, in general I do not expect the police to park in both lanes while chewing the fat. Seriously, while I stopped to take pictures, the officers, to the left in the second image above, were merely hanging out, laughing and having a grand old time. Clearly, there was no emergency.

South Beach may be the most bicycle friendly precinct in Miami, but it certainly has a long way to go. I might suggest adding police and driver education / enforcement to the physical improvements already underway.


Mexico City: Mega-City, Mega-Smog, Mega-transit

Published
by
Mike Lydon
on May 27, 2008
in Bicycles, Sprawl, Transit, Transportation, Uncategorized and bike lanes
. 2 Comments

I returned yesterday from a whirlwind weekend trip to Mexico City. My head is still buzzing, perhaps due to the overwhelming amount of smog, but more likely because the sheer amount of kinetic energy inherent to the world’s seventh largest city is still pulsing through my veins. I will post more complete and complementary thoughts over at Planetizen later this week. For now, I will keep this post as short as possible and transit-oriented.

In less than three days time my girlfriend and I were able to see a fair amount of the city, including Zocalo Square (one of the three largest in the world) in the Centro historico, the neighborhood extant of Roma, Condesa, Zona Rosa and Coyoacan, and the ancient city of Teotihuacan, which translates to ‘birthplace of the gods,’ by one account, or ‘place of those who have the road of the gods,’ by another. After walking the Avenue of the Dead at Teotihuacan, which stretches for two miles, one would feel like they were in the presence of gods if it were not for the hundred or so schlock-hawkers peddling everything from cheap rain sticks to fake bow and arrow sets. I digress.

Although we walked a good 6-7 miles each day, as that is always the best way to understand urbanism, the city;s breadth required us to intermittently relyheavily on the Subway, taxi service and a very comfortable bus that got us all the way out to Teotihuacan and back. Thus, all of our explorations would not have been possible if it were not for Mexico City’s robust, multi-layered transit system.

Let me take a step back. Mexico City is literally choking on automobile traffic. Many of its avenues and thoroughfares operate as auto-sewers broken only by the occasional monument. Such streets are incredibly wide and often have a street section comprised of wide sidewalks - three to four lanes in one direction - median - then three of four more lanes… in the same direction - wide sidewalks. Seriously, one must always look when crossing the streets. Think Biscayne Boulevard in front of American Airlines Arena as a one-way street. Hellacious.

Public transportation in Mexico City includes jitneys, buses, electrified bus lines, bus rapid transit lines, light rail and the 201km Metro subway system, which is set to expand another 24km by 2010. The subway in particular is thought of as the transit mode of choice for the middle to lower classes, which is probably because it costs only two pesos (20 cents) per ride! Nonetheless, one gets the sense that no matter how extensive the public transit, it will never keep up with the city’s ever-growing demand.

The Subway system is clean, highly efficient and very easy to use. We hopped on three blocks from our hotel and didn’t think twice about taking it to Chapultec, the city’s central park, south to the Coayacan neighborhood or all the way out to the city’s northern bus terminal for our trip to Teotihuacan.

Although I wonder how much subsidy the system receives, I also dream of the day American cities might democratize transit in such a dignified way.

A few nerdy facts about Mexico City’s Metro:

  1. It began operation in 1969
  2. It was the first system to be color coded and it features unique logos for every stop. This is because at the time of its construction so few Mexicans were able to read.
  3. In 2006 the system garnered 1.417 billion passengers
  4. It is the cheapest metro system in the world

Now, what about bicycling you ask?! Unfortunately, Mexico city is not nearly as friendly to the two-wheeler as it is to the metro rider. Actually, it’s terrible. There are no bicycle racks to be found. Bicycles are generally not allowed on the Metro system and the traffic is so deadly that unless one is very experienced, bicycling anywhere but the quietest of streets would be utterly hair-raising. Sound familiar?

Despite its current ways, Mexico city is starting to push the bicycle as clean, fast and dignified mode of transport. In 2007, the local advocacy group Bicitekas and an international NGO, the Institute for Transportation and Development Policy, created a blueprint for bicycle infrastructure expansion. At present the government is making good on the plan, which will eventually add 300km of bicycle routes, paths, and lanes.

In addition, the government instituted “Muevete en Bici” every Sunday from 8am-2pm. This weekly event, similar to Bogota’s Ciclovia, bans traffic on some of the city’s major avenues and connects residents and visitors to the city’s most vibrant public parks and squares. What is more, on the last Sunday of every month the city expands and renames the “Muevete” to the “Cicloton Familiar,” which closes 32km of the city’s streets and features hundreds of loaned bicycles, hydration stations and doctors to deal with any physical-related injuries.

As we left out hotel room on Sunday morning we witnessed just how successful this program has become. Hundreds of bicylists, walkers, joggers, and skaters were out enjoying their city. It was a beautiful site, one that would give anyone hope that the city of cars is changing its way. It made me salivate for my own bicycle.

If all goes well, Miami may soon be experience its own bicycle awakening. As for the transit, just hope our commissioners don’t hike the fares.

Pic ‘O The Day

Published
by
Mike Lydon
on May 23, 2008
in Uncategorized
. 1 Comment

I am sure there are more than a few Miami-Dade commuters who feel this way. Thanks to The Onion for this gem. Pictured here is the ‘I love Commuting’ Executive Travel Mug. Cheers.

Bicyclists, It Is Time To Be Heard

Published
by
Mike Lydon
on May 21, 2008
in Bikes, bike lanes, bike-sharing and biking
. 4 Comments

Are you frustrated with your bicycle commute? Is there a location sorely in need of bicycling parking? Are you discouraged by even the idea of bicycling in Miami? Do you want to know what the City and County are doing to become more bicycle-friendly?

If you answered yes to any of those questions, by all means come out on June 3rd or June 7 and raise your voice!

Two public workshops are being organized for early June to help update Miami-Dade County’s 2001 bicycle and pedestrian plans. You’ll find maps and experts on hand to inform you about the paths and other facilities already in place or in various stages of design. The planners want public input, so mark one of these dates and make your own arrangements to be there:

Thanks to Spokes n’ Folks for the announcement.

Bus Stop Blues

Published
by
Mike Lydon
on May 13, 2008
in Bay Link, Bus Stations, Miami-Dade Transit, New York City and bus
. 2 Comments

Below is an excerpt from an email I received this morning from my friend, an occasional bus commuter from Miami Beach to Downtown Miami.

Dude,

I took the bus this morning. Let me bore you with the details. Because my parking permit at Miami-Dade Community College expired (the court provides no parking for clerks), and I have to re-register for a summer class (that I do not need to take) to get access to the world’s crappiest parking lot, I took the bus. I missed the bus, waited 20 minutes, and finally caught the C.

When i got on the bus, i sat in the back, and guy with long hair covered in tattoos sitting on a bag of crushed cans began grooming his hair. He untied his ponytail and ran his fingers through his hair. It smelled like a barn. Hair went everywhere. Naturally, I moved to where a spot had opened up in the front row. As soon as I sat down I noticed the guy in front of me, a guy probably in his 30s who hadn’t paid to get on the bus (I heard the driver yelling at him when he got on, but she still let him on) took up 4 seats, lying sideways in handicap accessible row, with his legs and arms splayed. He had a crumpled 20 dollar bill in his hand, which he took out and put away in his pocket several times, and he smelled like Monday’s booze. He tried talking to me a few times. I ignored him for a while and eventually said, “I’m listening to my headphones, sorry” which was true, in a pissed off voice with my sunglasses still on. In response, or so it seemed, he took out a comb and began scrubbing his head like a brillo pad in front of everyone. The bus stopped every 30 seconds, and he never moved for anyone, and everyone accommodated him trying to pretend that all was normal because no one wanted to have to talk to him. The bus driver did nothing, naturally. Finally we got to the other side of the McCarthur Causeway and I’d had enough, so I got off right at the base of the exit ramp. I’ll walk 15 minutes to the office, I thought, just let me off. Also, I hate how the bus goes to the bus stop (Omni Station), which is a stupid mandatory detour for anyone commuting to downtown. Of course, my new friend decided to get off with me, then proceeded to follow me for about 5 blocks until he couldn’t keep up, at which point he fell behind and eventually out of my sight. I thought about turning and just popping him as hard as I could, but he was about 20 feet behind me the entire time so there was no need, and also, that’s not something I typically do.

I finally traverse my way through the streets of Miami, where cars zoom past me, where I see billboards and trucks but not one one coffee shop, restaurant, store, or habitable dwelling. Finally, as I get to the MDCC campus, which is right across the street from the courts, I see my same C bus pulling up. It’s the same speed as walking! Not on the causeway, but once you’re in Miami it moves at the same pace as a pedestrian (or at least, someone like me who walks rather fast).

The system is designed in such a way that people like me (i.e. employed, kind of a yuppie) give up because the mass transit is so inconvenient, slow, and disgusting. This is coming from someone who LOVED the subway system in NY and DC. In Miami, I’d rather wait in traffic, spend 20 minutes parking, and burn gas (btw, there’s no way it costs $3/day in gas to drive from SoBe to work and back - if they really wanted people to take the bus, they might want to make it cost effective), than have to deal with the bus situation each day.

OK, thanks for listening to my rant. I actually feel a bit better.

Yikes. Lucky for him, he won’t be enduring this much longer. He heads back to New York City towards the end of “summer.” I also suggested he try joining me in the bicycle commute sometimes soon. Unfortunately, his place of employment offers no showers and no reasonable place to change/store his clothes. Makes you wonder when that Bay Link might show up, huh?

How Do You Go?

Published
by
Mike Lydon
on May 9, 2008
in transportation sustainability
. 2 Comments

This graph, produced by the most excellent Sightline Institute,  correlates travel mode to carbon emissions  per passenger mile. No surprises, but an instructive graph nonetheless.

The Worst Bike Rack(s) On Miami Beach

Published
by
Mike Lydon
on May 5, 2008
in Bicycle Parking, Bicycles, Miami Beach, bike lanes and biking
. 11 Comments

Miami Beach is inherently bikeable. It has a well-connected grid of small blocks, a mixed-use pattern of land uses and several key destinations reachable within a short ride. In addition, the City now has a bicycle master plan adding bicycle lanes and bicycle parking. This fact, however, does not prevent the city from having a few terrible examples of bicycle parking. This weekend I chose to document what I find to be the three worst specimens. In descending order:

# 3. The second-runner up goes to this “Wave” style bicycle rack located at Lucky Strike on Michigan Avenue. Although wave style racks can be useful, they must be placed so that both the wheel and the frame can be locked to the rack. In this particular location, the rack is about six inches too close to the wall, meaning that the tire hits the wall before being able to properly fix the bicycle to the rack. This results in a bicycle more apt to fall over, or a bent tire in the event that a thief decides he/she wants the bicycle more than you do.

# 2. The first runner-up goes to this unused rack located behind a bus shelter at the Miami Beach Post Office on Washington and 13th. Like the rack above, this rack is too close to the railing/wall. In addition, this style of rack gets the “ambiguous use” award. Does one put their wheel in the wide slots, or the narrow? Do you lift the bike over the top of the rack and let it rest at a 45 degree angle? I have seen all three maneuvers performed, but actually suggest none of the above. Go find a street sign, as this one is useless.

And the worst bike rack on Miami Beach goes to…


…this ridiculous wave rack located at the Bank of America on Alton Road. I think the images speak for themselves.

A Dubious Distinction

Published
by
Mike Lydon
on April 30, 2008
in Bicycles, Bikes, Boston, Climate Change, Miami, Miami 21, Transportation, biking and transportation sustainability
. 3 Comments

Miami may be one of “America’s cleanest cities,” but it certainly is not one of the most bicycle-friendly. This fact was recently recognized in the June 2008 issue of Bicycle Magazine, which bestowed Miami with the dubious distinction of joining Dallas and Memphis as one of the three worst cities in America for bicycling. The excerpt, linked above states the following:

In Miami, the terrain lies pancake-flat and the sun shines bright nearly every day–perfect conditions for cycling. But Miami-Dade County has done little to foster safer streets for bikes, despite the fact that Florida ranks second in the nation in bicycle fatalities and that much of Miami’s poorer population relies on bikes for transportation. The county enacted the Bicycle Facilities Plan in 2001, but it failed to state any specific goals. The city of Miami has no finished lanes, and the only one under construction is less than a mile long. The rest of the county’s lanes are just as short, appearing randomly and disappearing a few blocks later. “We’re so far behind and in the dark with bikes it’s absurd,” bike-shop owner Chris Marshall told the Miami New Times in January. “I’d say we’re stuck in the ’60s, but it’s worse than the ’60s. In the ’60s you could still get around by bike.”

I agree that we are far behind, but the article fails to mention Mayor Diaz’s new Bicycle Advisory Committee, which is working under the umbrella of the Office of Sustainable Initiatives to create a bicycle master plan that dovetails with Miami 21. It’s an uphill battle, but it’s a step in the right direction.

Interestingly, the City of Boston, another cycling-poor city in which I have lived, repeatedly received similar honors from Bicycling Magazine. However, thanks to an aggressive agenda to improve cycling conditions the city is quickly altering its reputation. Let’s hope Miami is not too far behind.