- Today's Moment of Idealistic Naivete: Wikileaks: http://wp.me/pCprU-mB 6 years ago
- Ending the War on Drugs: http://wp.me/pCprU-mw 6 years ago
- Twilight Of The Suburbs, Now Home To One-Third Of America's Poor http://huff.to/bGZP7F 6 years ago
- U.S. Subways Harness Kinetic Power To Recycle Train Energy http://huff.to/bVsXvR 6 years ago
- America's Walk Deficit http://yhoo.it/dijIvg 6 years ago
- Today’s Moment of Idealistic Naivete: Wikileaks
- Ending the War on Drugs
- The Most Walkable Cities in the World
- It’s Where We Live
- Can Cities Feed Themselves?
- French Street Artist Wins TED Humanitarian Prize
- Dimanche Sans Voiture
- Are Brussels and Los Angeles Sister Cities?
- Masdar begs the question: What exactly is meant by “a sustainable city?”
- Is Generation Y Passing on Cars?
- Can Cities Make Us Crazy?
- Stranger Studies 101: Cities as Interaction Machines
- Does New Orleans Have an Identity Crisis?
- Three Urban Interventions in Two Hours: NYC
- Cargo Bike Spotted…
Tag Archives: bike infrastructure
While the bicycle shed is an important conceptual planning tool, it is meaningless without the physical development of bicycle infrastructure. Therefore, each bicycle shed should not be conceived in isolation, but as part of a regional bikeway network. This network should be designed to connect people to important destinations—schools, neighborhood centers, regional centers, open space, and of course, local and regional transit systems.
In general, the bicycle network should be comprised of many bikeways types. These include, but are not limited to shared-use paths, shared lanes (sharrows), bicycle boulevards, bicycle lanes, and physically separated bicycle lanes—sometimes called cycle tracks.
Before assigning bikeway types, the unique characteristics of each thoroughfare and its urban context must be considered holistically. This includes analyzing street width, street type, existing land use and urban form, density, traffic control devices, posted speed limits and actual travel speeds, and traffic volume.
But while the existing conditions of each thoroughfare are important, the urban context is rarely static. Therefore, considering the desired character and urban context is critical to the selection process, as context-specific bikeways can help strengthen a more immersive, accessible, and equitable urban environment. Continue reading
It is becoming increasingly clear that we won’t be able to avoid moving to a new economy, one in which carbon constraints and increasingly scarce petroleum resources are going to demand dramatic changes in the way in which we transport ourselves and even the very structure of our cities. But like any economy, the new one that’s coming is going to need the infrastructure that will make it work. Part of that means letting go of our habitual attitude to infrastructure investment that is predicated on growing motor vehicle use, and accepting one in which continual reductions in car use are brought on by making the use of sustainable transport more attractive. Under such a model, bicycle infrastructure would be a key component of Canberra’s transport budget. It’s a far cry from the current situation.
The City of Copenhagen is currently planning to expand the existing, extensive network of bike lanes to extend farther out into the suburbs. A network of 13 high-class routes – ‘bicycle superhighways’ if you will – dedicated to bicycle commuters and aimed at encouraging more to cycle to work. Continue reading