Watch the full episode. See more Need To Know.

This is what happens when you design roads for cars instead of people.

Also see the discussion at Commute Orlando.

Technorati Tags: car culture, pedestrian safety, walking

“I’d like to join in on the blame game that has come to define our national approach to the ongoing environmental disaster in the Gulf of Mexico. This isn’t BP’s or Transocean’s fault. It’s not the government’s fault. It’s my fault. I’m the one to blame and I’m sorry. It’s my fault because I haven’t digested the world’s in-your-face hints that maybe I ought to think about the future and change the unsustainable way I live my life. If the geopolitical, economic, and technological shifts of the 1990s didn’t do it; if the terrorist attacks of Sept. 11 didn’t do it; if the current economic crisis didn’t do it; perhaps this oil spill will be the catalyst for me, as a citizen, to wean myself off of my petroleum-based lifestyle. ‘Citizen’ is the key word. It’s what we do as individuals that count. For those on the left, government regulation will not solve this problem. Government’s role should be to create an environment of opportunity that taps into the innovation and entrepreneurialism that define us as Americans. For those on the right, if you want less government and taxes, then decide what you’ll give up and what you’ll contribute. Here’s the bottom line: If we want to end our oil addiction, we, as citizens, need to pony up: bike to work, plant a garden, do something. So again, the oil spill is my fault. I’m sorry. I haven’t done my part. Now I have to convince my wife to give up her S.U.V. Mark Mykleby.”

I think the tricky part here is deciding what “our part” is. I say tricky because we can do anything that seems green and crow about it. For example, you can build a 5,600-square foot LEED certified house on 2.7 acres for two people and call yourself green. But you’re just kidding yourself. Mark Owen argues this same couple would be way greener just moving to New York City and living normally.

I had a few green inclinations in mind when I decided to walk and bicycle for basic transportation. But my real goal was simply to live what I hoped would be a better life and, perhaps, to get around town with less stress. That’s all worked out. And the greeness of it is just a bonus.

I think what I’m saying is: We not going to get more people burning calories instead of carbon by preaching green living (a few perhaps — those already inclined toward living car-lite in densely populated places, i.e. young people). I think we have to make walking and bicycling convenient enough so that people try these methods and then discover on their own all the other nifty benefits.

I’m not suggesting we should not try to live greener lives. I do think we ought not kid ourselves about what is really green living. Owens makes an excellent case that New Yorkers are the greenest of the green simply because they live in a dense urban environment. Taking re-usable grocery bags to the store is more than offset by, say, driving your Hummer to get there. Using energy-saving light bulbs is more than offset by your HD TV.

Making walking and bicycling a convenient transportation choice takes the sting of apocalypic fear out of going green. Who wants to give up their SUV because the world is going to hell so we all have to sacrifice to save it? Kiss your American lifestyle goodbye. Bummer, man. That’s a loss. Compare that to: Who wants to walk or ride a bicycle because it’s a great way to move around town and you’re life will be better? Hello new American lifestyle. Cool, man. That’s a win.

Technorati Tags: bicycle advocacy, bicycle culture, bicycle infrastructure, bicycle politics, cycling, green transportation, sustainability, walking

Describe The Link. What will it be? How will it work? What is its purpose?

The Link will be a series of direct routes that will connect greenways in Springfield’s core. The routes will be on existing streets with minimal vehicular traffic. There will be very recognizable, color-coded signage to inform users and motorists alike of the routes. There will be a different color designation for each link between greenways. For example, the link between the future Pea Ridge Creek Trail (Doling Park) and the Jordan Valley Trail could be designated the Green Link and the link between Jordan Valley Trail and the future Fassnight Creek Trail (Phelps Grove Park) could be designated the Orange Link. Where each link connects a greenway or crosses a transit route, user facilities such as shelters and bike racks could be installed. There is also the potential to demonstrate innovative storm water solutions to reduce localized drainage issues and improve the environment along The Link.   In addition to providing links between the greenways, there will be improved walker and bicyclist access to retail, service, and educational facilities in Springfield’s core. These facilities may include: Central Bible College, Commercial Street, Drury University, Ozarks Technical Community College, the IDEA Commons, Downtown, Missouri State University, St. John’s Hospital, Battlefield Mall and Cox South Hospital. The experiences of walkers and bicyclists on The Link will vary along different routes; however, the ultimate goal is to develop a system of shared-use routes that creates an experience of comfort and safety. While the experience will not be the same as walking or riding on a greenway trail, the landscaping, fixtures, and materials along The Link are planned to ultimately be better than along a typical city street. The Link, like the greenway system, will take a number of years to complete.

What is the genesis of this project?

There has been discussion for a number of years about constructing a bicycle boulevard and creating pedestrian/bicycle links between the existing and planned greenway trails. This project grew out of those conversations.

How much will it cost? Where is the money coming from?

We have not estimated the costs because we are in the initial planning phase. We have $500,000 from the Neighborhood Assessment program in the  1/4 -Cent Capital Improvements Program that has not been allocated to projects because we ended the Neighborhood Assessment Program. We had considered using the funds to build sidewalks throughout the community but decided it would be better to concentrate it into one project that could have a significant impact community wide. It will also be difficult to estimate the total cost because The Link will grow and evolve over time. Initial work will just involve placing signs along the routes, but we hope to enhance the routes over time with landscaping, shelter facilities and innovative storm water solutions to localized drainage issues. We believe we can get a good start on two segments of the link: 1. Doling Park to Jordan Valley and 2. Jordan Valley to Phelps Grove Park with the funds we have.   We are applying for a $2 million HUD grant using the funding we have already identified.   The grant funding will be used to plan the remainder of the system and further development of the routes. We also hope to get additional funding from local institutions and companies.

When might work begin? When might it be finished?

We would hope to begin marking the initial routes this fall after we have received comments from the public. Construction of intersection improvements at major street intersections, shelters and other facilities would not occur until the spring and summer of 2011.

What role has the recent naming of Springfield as a bicycle-friendly community played in the decision to consider The Link?

The discussion of this concept pre-dated the recent designation as a bike-friendly community, but the efforts that went into the designation certainly had an impact. If the community had not gotten to where it is today with greenways, bike routes and sidewalk facilities, it would not make sense to begin to develop The Link.

Technorati Tags: bicycle advocacy, bicycle infrastructure, bicycle politics, bicycle trails, cycling, sustainability, Transportation Planning, Urban and Regional Planning, urban design, urban development, Urban Planning, walking

I am entirely serious when I say that the biggest problem I have on the streets of Springfield’s urban core is overly-polite drivers (my example yesterday, however, was mistaken — see the comments).

I say that knowing many bicyclists in Springfield have a tougher time on the streets because they live in suburbs built for cars. There are two Springfields — one that is largely hospitable to utility bicycling and one that is not. This is one reason why I promote the 1-mile Solution and Keep a Bicycle at Work.

Can the suburbs be retrofitted for walking and bicycling? I think it’s possible (although costly and, perhaps, politically unlikely), so I intend to explore that question this summer.

Right now I want to talk about two reasons I have such a smooth riding experience in Springfield.

1. The first reason I’ve already mentioned: I ride mostly in the urban core where I live. The streets here form a nice grid. The speed limits are low. Drivers in this area expect to see pedestrians and bicyclists. Goods and services are spaced in such a way that urban core residents are often a short walk from groceries, entertainment, and retail. I chose to live in this area on purpose to gain exactly the benefits I’ve listed.

2. I ride “like I mean it” — a phrase I borrowed from Keri Caffrey, of Commute Orlando, who uses it to mean taking your rightful place in traffic and driving your bicycle like a vehicle. Check out the first video on my page of must-see videos. Riding this way is easier in Springfield’s urban core.

How do we make Springfield even more bicycle-friendly so the folks in our suburbs can enjoy the benefits?

I mentioned retrofitting, which could include creating greenways that connect across neighborhoods, to retail areas, and to other greenways. I’ve also mentioned the 1-MS and keeping a bicycle at work. What else is possible?

I’ve been doing a lot of reading lately about urban planning, transportation, and the so-called great reset. The ideas I’m encountering, and the demographics of our area, tell me that suburbia as currently designed is not sustainable in a world of energy limits — a world we must prepare for.

How do we do that?

Technorati Tags: 1-mile Solution, bicycle advocacy, bicycle politics, bicycle video, cycling, sustainability, Transportation Planning, Urban and Regional Planning, urban design, Urban Planning, utility cycling, walking

Kid 1: “There’s just too much sprawl here.”

Kid 2: “Yeah, not enough density.”

Kid 3: “It doesn’t matter. We’re not going to live here anyway.”

How do we make our urban core more dense and, thus, have a chance at making Springfield the kind of place where these kids want to live?

I began this series with this claim:

I think making the urban environment attractive comes before increasing population density. The reasons to move must exist before people will move. One way to make the urban core attractive is to make it easier — better — to get around by some other means than a car. I believe creative classers will be attracted to a place in which they can live greener lives. We might even be able to attract workers for a green economy this way.

Build it, and they will come.

Well, as it turns out, this isn’t such a new idea (not that I made that claim). In terms of modern urbanism, it dates back at least to the construction of street-car cities (grid pattern, 7+ units per acre, narrow streets, public transportation along the thoroughfares) in North America — late 1800s — according to Patrick M. Condon in his new book Seven Rules for Sustainable Communities. Christopher B. Leinberger makes the same claim in the current issue of The Atlantic.

You want density? Build the transportation amenities that attract developers to build the dense urban housing and businesses that attract people. You can even let the developers build the transportation amenities as an attraction for their properties. That’s the way it used to be done, according to Condon and Leinberger.

We could begin this process in Springfield with a gung-ho complete streets effort to make our streets attractive to walkers and bicyclists — and, perhaps, a change from a route-based bus system to a grid-based bus system.

Our Urban Challenge Series:

• First in a Series
• Getting Started
• Green Density
• Networks
• Barriers
• Free Parking
• The Good Life
• Cost of Living

Technorati Tags: bicycle advocacy, bicycle infrastructure, complete streets, cycling, public transportation, sustainability, traffic design, Transportation Planning, Urban and Regional Planning, urban design, urban development, Urban Planning, walking