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Press Release wrote
Meeting Announcement: Complete Streets and Routine Accommodation
November 29, 2007
3:30 PM City Council Chambers
Hosted by: Maryellen O’Shaughnessy, Chair
Public Service & Transportation Committee
Columbus City Engineer Randall J. Bowman and his staff will present to council members and staff the status of the Transportation Division’s Complete Streets Policy.
Complete Streets policies encourage transportation planners and traffic engineers to consistently design streets with all users in mind. Features of a complete street may include sidewalks and pedestrian lighting, bike lanes, improved transit stops, marked crosswalks with safety features, street trees, refuge medians, audible pedestrian signals and sidewalk bulb-outs to shorten walking distance and encourage safe non-car travel.
Complete Streets improve safety for all users. Designing streets with pedestrians and bicycles in mind reduces risk. A Federal Highway Administration safety review found that adding complete street features may reduce pedestrian risk by nearly 30%.
Complete Streets encourage biking and walking. Many health organizations, including the Columbus Health Department, believe that we can help reduce obesity and related health problems by implementing policies that allow physical activity in public spaces.
Complete Streets help ease transportation challenges. About one third of Americans don’t drive cars, and as our population ages, this number will increase. More than one quarter of all car trips are one mile or less, and complete streets provide travel choices, giving people the option to avoid traffic congestion, increasing the overall capacity of our transportation network.
Complete Streets make fiscal sense. Integrating sidewalks, bike lanes, transit amenities and safe crossings into project design from the beginning spares taxpayers expensive retrofits later.
Please join Council member Maryellen O’Shaughnessy to learn more about Complete Streets from our transportation division leaders.
Comments
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- RichLauro: Awesome! Good for Justin and best wishes!!
- Liz Samuelson: @jpizzow – Thank you for the compliment, yes lots of potential and lots o
- Taz Devil: Oh, and it should be finished soon considering that they work late into the
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Columbus City Council Adopts Complete Streets Resolution
By: Walker
Related Posts:
Get over it. Take the free hand out. Embrace it.
It’s 1,000,000 times better than anything that has been done for cyclists in this city’s long history.
You obviously don’t cycle, though it’s much more convenient and fun than waiting years for a streetcar to OSU, which is very doable by bike, but should be safer getting from GV through Downtown. Bikes lanes separate the road between their road (motorists) and ours (cyclists). Experienced cyclists who ride properly and choose not to use bike lanes will get more hostility than we already face, which is a very small amount but very unpleasant when it does occur thanks to the way our roads were built.
I’ve never had an issue on Gay St (except for that one time, but there’s always an exception and it was several months ago). Bike lanes are along the edges of the streets and with parked cars means less visibility. When I was in the Olde Louisville neighborhood they had bike lanes, but 3rd street is 35 MPH, one-way, multi lane (not surprising was demolished homes and sprawling development to accompany it) and the lane is in the open-door range. It’s not a place I’d want to be as an experienced cyclist and for an un-experienced one I’d hate to think what happens when a door opens in front of them and they have to calculate swerving into speeding traffic, if they have time to do so. This street doesn’t hold a candle to Gay St which is totally devoid of signage and lanes. We know we can make a street that accommodates pedestrians, cyclists (both experienced and not), and cars without bike lanes because we already have one.
Rather than derail the horse discussion any further, I’ll throw my comments here:
Reading the council notes, here and on their website, it says that a resolution (which Walker posted here to revive the thread, it seems) was simply offered and sponsored. At least that’s my take reading the brief paragraph. States like Florida and Oregon have enacted legislation specifically requiring the inclusion of pedestrians and cyclists in roadway improvements and construction, within so many miles of a defined urban area. Some of the legislation has even described the percentage of funding allotted to such improvements.
A resolution, to me, simply instructs, with no backing, the transportation department to try and include such improvements. In no way is it guaranteed. I really question what “Columbus Complete Streets” will look like without stronger backing from the powers that be. How easy will it be for city engineers to use dollar amounts or public derailment (ie. Streetcars) to allow a project to become an incomplete street?
Get over it. Take the free hand out. Embrace it.
It’s 1,000,000 times better than anything that has been done for cyclists in this city’s long history.
You obviously don’t cycle, though it’s much more convenient and fun than waiting years for a streetcar to OSU, which is very doable by bike, but should be safer getting from GV through Downtown.
I actually do cycle. Quite a bit actually. I may not qualify as a “true urbanite” like you, or whatever strange nickname you have for yourself, but I certainly do cycle. Thanks for pretending to know me though.
My wife on the other hand, rarely cycles anywhere near downtown during the week. If you knew me in real life rather than pretending to know me, you’d know that I’m anything but the domineering husband-type, but I won’t let her ride alone downtown. I know she’s only inches away from getting spooked and clipped by a motorist who isn’t “sharing the road”. If there were bike lanes, she would feel infinitely more comfortable (and I would to).
As an aside, we rented bikes in Portland and rode on their abundant bike lanes. It was pure joy. We both loved it…mainly due to the lower stress levels.
Again…they’re just one way to move towards complete streets. Two way, 25 mph streets are another that I would greet with open arms.
I bolded that for emphasis. You are speaking from the perspective of one of the very small minority of “experienced cyclists who ride properly” in Columbus. Add bike lanes, and cycling might blossom into a legitimate mode of transit for many people in this town.
When they are built, you may have to put your HUGE ego aside and accept a few curse words. You’ll live. On the flipside, you may be happy to see thousands of new cyclists on the road. If that happens, maybe drivers will respect cyclists a little more due to thier sheer numbers.
When they are built, you may have to put your HUGE ego aside and accept a few curse words. You’ll live. On the flipside, you may be happy to see thousands of new cyclists on the road. If that happens, maybe drivers will respect cyclists a little more due to their sheer numbers.
I’ll agree there is a sense of safety in numbers.
Bike lines are well worth it, provided they are built up right. Simply splashing some paint on the ground and claiming success is not enough.
You need the backing and enforcement by the city to ensure the lanes are respected. As in no parking in the lanes, making sure drivers understand the need to check the lanes when making left or right turns, the possibility of priority signals and bike boxes to ensure a smooth and safe transition from one street to the next.
I appreciate the argument you present that new cyclists will use the lanes more and get out more. But when you consider the issues that many cities have faced in placing bike lanes on the road, it calls into question how many cyclists will keep using them. They may make High or Front, for instance, easier to navigate, but I am sure I would be back in the street after a few close calls from either a motorists parking in a lane and forcing me into traffic or a driver nearly hooking me on a right turn.
My wife on the other hand, rarely cycles anywhere near downtown during the week. If you knew me in real life rather than pretending to know me, you’d know that I’m anything but the domineering husband-type, but I won’t let her ride alone downtown. I know she’s only inches away from getting spooked and clipped by a motorist who isn’t “sharing the road”. If there were bike lanes, she would feel infinitely more comfortable (and I would to).
As an aside, we rented bikes in Portland and rode on their abundant bike lanes. It was pure joy. We both loved it…mainly due to the lower stress levels.
Again…they’re just one way to move towards complete streets. Two way, 25 mph streets are another that I would greet with open arms.
I bolded that for emphasis. You are speaking from the perspective of one of the very small minority of “experienced cyclists who ride properly” in Columbus. Add bike lanes, and cycling might blossom into a legitimate mode of transit for many people in this town.
When they are built, you may have to put your HUGE ego aside and accept a few curse words. You’ll live. On the flipside, you may be happy to see thousands of new cyclists on the road. If that happens, maybe drivers will respect cyclists a little more due to thier sheer numbers.
I’m surprised you do ride by what you’ve posted. I don’t understand why you want a small sliver of the road to be safe for cyclists like your wife instead of the whole thing. If your wife is in danger of getting clipped it is because she’s riding along the curb where no one should be. I’d be nervous there, because I know how much more dangerous that is. Riding in the middle of the lane I don’t put myself in that position because cars have no choice but to pass me if they want to go around. If I get honked I’ll motion to the idiot to pass in the big empty lane right in front of their face. Better to be honked than clipped or turned into. That’s from experience riding both ways.
Putting our bickering aside, there should be a basic network of north-south and west-east Downtown routes that are safe for everyone. As it stands, only one street in all of Downtown is really geared for cyclists and pedestrians. It is isolated and even Washington, while 25 MPH has bad spots where bikes must weave carefully. It’s knocked my chain out of whack a number of times, even bruising my ankles. We have the money to fix all of this, but we’re not doing it. That is ridiculous and this city needs to put its money where its mouth is or go home.
Uh…. what?
I ride a lot and I am completely with Brewmaster on this one.
Just like there are bus lanes, multiple occupant lanes and other specialized situational lanes, there is a logical role for bike lanes. Cities have to be designed with an overall plan, not a single mantra for every street. Some streets are best for slowed traffic. Some of best used with a plan like bike lanes (which can be seperate from parked cars) and higher volume traffic and some are simply best avoided by cyclists unless you are really experienced. Pretty much the same with motorized vehicles.
A.
City council unanimously passed a Complete Streets resolution and the mayor signed it, but you want ‘stronger backing from the powers that be.’ Just who are these powers?
Uh…. what?
It’s a figure of speech. You know, like “this city needs to put its money where its mouth is or go home” something to that effect.
City council unanimously passed a Complete Streets resolution and the mayor signed it, but you want ‘stronger backing from the powers that be.’ Just who are these powers?
What I am saying is this is a resolution, not a piece of legislation. There is a huge difference.
Besides:
Tells me nothing of substance was actually done. No mention of this magical unanimous vote that was taken, no mention of Mayor Coleman signing it. This is the council notes you find on the website.
Considering how much emphasis that O’Shaughnessy, Coleman and others are placing on alternative, where was the press conference, the press release?
So yes, I stick by my claim that this is nothing without better backing in the form of a piece of legislation that allots x amount of dollars to pedestrian and bicycle infrastructure as Oregon does or providing a defined area where these improvements must take place, as Florida does.
Merely studying and assuring us that “whenever possible” said improvements might happen isn’t leaving me with a lot of reassurance.
Just like there are bus lanes, multiple occupant lanes and other specialized situational lanes, there is a logical role for bike lanes. Cities have to be designed with an overall plan, not a single mantra for every street. Some streets are best for slowed traffic. Some of best used with a plan like bike lanes (which can be seperate from parked cars) and higher volume traffic and some are simply best avoided by cyclists unless you are really experienced. Pretty much the same with motorized vehicles.
A.
Well, according to the finalized bike plan none of us are going to be too happy about the north-south options from GV north through Downtown. High St will have a bike lane from GV up to Downtown where you’ll then have to ride in traffic up to Rich St then back in traffic north of Spring. If Brewmaster’s wife wants to stay in bike lanes to ride to the SN from GV, she is going to have to zig-zag to Cleveland and take 2nd Ave up to Summit since there are no bike lanes further into the SN every single time.
We’re obviously not serious about turning High into a bike-friendly street, so why half-ass it and put isolated strips of bike lanes on it when we could let cars have High and instead we have Front as an alternative? This plan is not going to change anything for those wanting a safer route to travel through Downtown to the SN, VV, IV, OSU, etc. You’re still going to have to go up High or Front unless you’re going to go all the way around on Cleveland for every trip. Brutal. Hopefully, the city will redo all of Front street to make it safe for cyclists since they’re only going to put signs up saying the road is also for bikes.
Although I’d love for every street in the city to be great for bikes, I know that won’t happen. Slapping a bike lane on a road that was intimidating to cyclists before doesn’t fix the problem. I’m a firm believer in changing the physical nature of some of our streets so that all cyclists feel safe as the roads themselves would cause motorists to drive slower. The problem is that if a bike lane is going to be put on a street other methods of traffic calming seem to be deemed unnecessary. Actually, if we had streets with traffic calming and bike lanes I would be able to take the lane since the street itself is slowing down drivers instead of me being the one doing that. So after thinking about it, if those conditions are met, then I am for bike lanes.
What is the difference between a bike lane and a bike boulevard?
Bike boulevard=bikes preferred. Bikes are expected to be in the lane and plenty of traffic calming is implemented to keep cars going at the same pace as bikes.
Bike lane=bikes tolerated. On Broad, for example, traffic would be zooming along over 35 MPH as it currently does, but there would be a slim lane on each side specifically for cyclists only so that they don’t slow down traffic.
Bike lane=bikes tolerated. On Broad, for example, traffic would be zooming along over 35 MPH as it currently does, but there would be a slim lane on each side specifically for cyclists only so that they don’t slow down traffic.
I suppose that’s one interpretation. Another would be…
Bike Boulevard = Cars riding up bikes asses. Just as they are now, bikes are expected to pull off to the side to let faster moving traffic pass. Contrary to the popular belief of many local cyclists, bike boulevards don’t give cyclists the right to own the road and make up for decades of second class treatment
Bike Lanes = A dedicated lane for bicyclists to ride without fear of motorists growing impatient and being rammed off the road. Just as with any other form of traffic (cars, pedestrians, motorcycles, scooters, etc…) bicyclists must still remain aware of their surroundings especially at intersections. Defensive riding remains a priority for all moving objects smaller than a Hummer.
Decades? I thought people only started riding bikes in like… 2006?
Decades? I thought people only started riding bikes in like… 2006?
Good point. Although historians actually hold that biking began sometime in early September, 2007 when this blog post mysteriously appeared.
http://columbus-ite.com/2007/09/10/light-rail-has-been-shot-down-streetcars-are-in-limbo-why-not-bike/
Bike lanes are 5 to 6-foot wide lanes for bikes, usually on major streets.
Bike boulevards are usually on residential streets, which are already bike friendly. Stop signs are removed on bike boulevards so bikes don’t have to stop at each intersection (which is a pain in the ass) or ignore the signs and violate the law. Signals may be added to help cross major street. You can imagine that once a street is given this type of traffic control priority, lots of cars will start to use it. To prevent that, traffic calming tools will be used. Traffic calming tools may include closing the street to cars (like a cul-de-sac), but leaving a small opening for bikes, or installing traffic circles, speed humps, chicanes, bump-outs, diverters, etc…
Bike lane=bikes tolerated. On Broad, for example, traffic would be zooming along over 35 MPH as it currently does, but there would be a slim lane on each side specifically for cyclists only so that they don’t slow down traffic.
I suppose that’s one interpretation. Another would be…
Bike Boulevard = Cars riding up bikes asses. Just as they are now, bikes are expected to pull off to the side to let faster moving traffic pass. Contrary to the popular belief of many local cyclists, bike boulevards don’t give cyclists the right to own the road and make up for decades of second class treatment
Bike Lanes = A dedicated lane for bicyclists to ride without fear of motorists growing impatient and being rammed off the road. Just as with any other form of traffic (cars, pedestrians, motorcycles, scooters, etc…) bicyclists must still remain aware of their surroundings especially at intersections. Defensive riding remains a priority for all moving objects smaller than a Hummer.
Try riding Gay St for an idea of a bike boulevard since that’s the closest thing we have. Cars give me plenty of room. Bike lanes, even with several measures in place, don’t mean cars won’t park on them or that you will be more visible to a car turning out of an intersection lined with parked cars. They’re minimized with additional changes to the street layout, but it’s even safer riding in the lane, hence why I don’t fear getting clipped. If you want to deal with that, better you than me. I just ask that you don’t run into me when you have to dodge a car door opening in your bike lane. :)
Now that you mention it, I wonder how Hummers would do riding next to a bike lane being as wide as they are and also how wide the doors are. If they are too wide for streets with bike lanes they could pose a serious danger to cyclists in the bike lane. I’ll have to look this up, but wouldn’t it be hilarious if there were “No Hummers” signs on streets with bike lanes?
Bike lanes are 5 to 6-foot wide lanes for bikes, usually on major streets.
Bike boulevards are usually on residential streets, which are already bike friendly. Stop signs are removed on bike boulevards so bikes don’t have to stop at each intersection (which is a pain in the ass) or ignore the signs and violate the law. Signals may be added to help cross major street. You can imagine that once a street is given this type of traffic control priority, lots of cars will start to use it. To prevent that, traffic calming tools will be used. Traffic calming tools may include closing the street to cars (like a cul-de-sac), but leaving a small opening for bikes, or installing traffic circles, speed humps, chicanes, bump-outs, diverters, etc…
Stop signs removed? Funny that Berkley appears not to have done that.
As to ignoring and violating the law, do we really need to rehash the tired argument were drivers are nothing but saints and cyclists are evil hell spawns bent on anarchy? CPD could easily do targeted enforcement of bike boulevards to help cyclists understand the laws. Yes, I am all for equal enforcement. And it would be great to see local bike police with something to do, other than buzz the pedestrians.
I think boulevards would have the exact opposite effect to what you describe, as evidenced by a number of cities that do use them. Diverters are used to limit roadway access to primarily local access for area residents, taking away the option to use said roadways as shortcuts. These use secondary roads, like Hunter Ave here in Columbus, that will get cyclists to the same rough area. Traffic calming works pretty well, just compare riding/driving down Gay St. or Neil to 3rd/4th/Front.