Shek considers how the goals of Copenhagen’s bicycle policy might translate to Jacksonville, Florida. We would benefit from the same exercise here in Springfield.
We do have policies of a sort. For example the Ozarks Tranportation Organization has a Bicycle / Pedestrian Plan. And Ozark Greenways is focused on building and maintaining trials throughout the city. The City of Springfield does take bicycle commuting into account in its Vision 20/20 plan:
Key Transportation Corridors Action Steps
The Concept Plan identifies potential new arterial road corridors but they are still quite wide. These will be narrowed and affirmed during upcoming analysis. During the time the Concept Plan is in force, City and County staff must be alert to proposed land developments that could possibly interfere with the key transportation corridors. If such a potential occurs, an immediate, closer investigation will be conducted with the help of the Vision 20/20 transportation consultant to either dismiss the threat, decide upon a road alignment across the property in question, or negotiate a delay in the development application until the road corridor study is complete.On all other roads, a functional classification system is in effect with right-of-way width standards. These standards will be used to review all other land development applications.
- Encourage more intense land use along existing and potential transit routes, especially at Activity Centers; and promote transit use through land use planning, street network planning and site design.
- Design streets to accommodate bicycle movement; identify a future bikeway system and incorporate the concept of on-street bicycle lanes as part of street design consistent with that system.
- Identify key pedestrian corridors, gaps in pedestrian facilities (primarily sidewalks) in these corridors, and develop strategies to fill these gaps.
- Incorporate transportation priorities in the capital improvements program and funding recommendations.
Let’s take a look at the points from the Copenhagen policy that Shek highlights:
1. Increase cycling to work to 40%.
At the moment, there is very little data on bicycle use in general or commuting in particular in Springfield. Step number one: Get data. How many people are using bicycles on Springfield’s roads and trails? It’s difficult to know what is possible until we know what is occurring now.
2. Decrease risk of being injured by 50%.
What is the risk now? How many people in Springfield are injured per year riding a bicycle? It’s difficult to say what needs to be done to increase safety until we know what’s hurting people. Perhaps we also need to reduce the perception of the risk of injury, or, rather, project an accurate account of the real risks.
3. Increase feeling of security so 80% of cyclists are satisfied.
Feelings of security get people on bikes. But real security keeps them safe. What do Springfield’s cyclists need to make them feel secure? How do these feelings compare to what we know actually makes cycling safe?
4. Increase cycist travelling speed by 10%.
This one needs a bit of cultural translation. Denmark has been completing its streets to accommodate a wide range of users. Dedicated travel lanes may have the effect of increasing travel speed or, rather, decreasing commuting times. I’m opposed to considering speed. Commuting by bicycle creates quality time.
5. Improve cycle track comfort leaving less than 5% of surfaces unsatisfactory.
As in ongoing maintenance with cyclists and pedestrians in mind. Gotta have the infrastructure first. We have some bike lanes, designated bike routes, and the greenway trail system. A big challenge we have right now is just getting these connected so the whole system makes sense.
What we need is a sustained, focused, and funded effort to make bicycle commuting an attractive option for the citizens of Springfield.
UPDATE: David Hembrow talks about the three measures of safety that play a role in the Dutch cycling system: actual safety, subject safety, and social safety. He says the last two usually play a role in the individual decision to use a bikes as transportation. I would suggest that in the case of downtown Springfield, concerns about social safety may be playing a very big role.
Tags: bicycle commuting, cycling, biking
Comments 2
Thanks for the referral, Andrew.
A comment on the ‘Key Transportation Corridors Action Steps’ is that it is too subjective. I understand that it may be in an infant stage. I think real numbers need to be in the policy. When the policy consists of percentages, for example 20% commuters use bikes, 80% satisfaction etc, the procedure adopted and steps taken to achieve these numbers will themselves dictate gathering data, taking polls, making objective plans.
The problem with subjective plans is that they are always successful, because the end result is also subjective. It is a start, none the less.
Posted 21 Sep 2008 at 3:02 pm ¶I agree re: subjective plans. And, in Springfield, we don’t have the numbers yet. There is a plan afoot by the MoBikeFed to get some numbers.
Posted 21 Sep 2008 at 3:48 pm ¶