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Bikeable Portland

Test Scenario. Travel from home to local schoolMove from local school to main grocery storeReturn to point of departureDocument the good, bad, and rehabilitatable. Evaluation Criteria. Safe place to bicycle?While sharing road with motorists?On off-road paths and trails?Biking surfaceSmooth or uneven surface and gaps?Intersections and cross roadsWaiting among motorists Driver behaviorEase of useWayfinding?

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Bikeable Portland

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    1. Bikeable Portland City of Two Rivers Bikeability Study

    2. Test Scenario Travel from home to local school Move from local school to main grocery store Return to point of departure Document the good, bad, and rehabilitatable

    3. Evaluation Criteria Safe place to bicycle? While sharing road with motorists? On off-road paths and trails? Biking surface Smooth or uneven surface and gaps? Intersections and cross roads Waiting among motorists Driver behavior Ease of use Wayfinding? – Bicycle lockup? – Hilly route?

    4. Notes on bikeability Sidewalks are for pedestrians Streets are the safest place for bicycles to ride in the city (Bike Lane Design Guide 2002) Bicycles are legal vehicles and bicyclists have the same rights and responsibilities as motorists

    5. Existing Encouragement for Biking

    6. Existing Encouragement for Biking

    7. Existing Encouragement for Biking Places to secure bicycle: Elementary School 1 Rack Grocery Store No secure facilities Downtown Kent Street area No secure facilities

    8. Existing Encouragement for Biking

    9. Improvement Opportunities Designated “bike lanes encourage bicyclists to use the street as opposed to the sidewalk” (BLDG 2002: 44) If bicycle facilities are included in future planning, development, and capital improvement expenditures, downtown area parking conflicts can be mitigated. Increasing the number of bike racks in the downtown area vicinity will increase the feasibility and usability of the Rail-Trail network as a mode of transportation beyond leisure and recreation uses. The perceived “narrowness” of Kent Street can be disregarded as the Bicycle Lane Guide notes that bike lanes have been established on roads as narrow as 44 feet (2002).If bicycle facilities are included in future planning, development, and capital improvement expenditures, downtown area parking conflicts can be mitigated. Increasing the number of bike racks in the downtown area vicinity will increase the feasibility and usability of the Rail-Trail network as a mode of transportation beyond leisure and recreation uses. The perceived “narrowness” of Kent Street can be disregarded as the Bicycle Lane Guide notes that bike lanes have been established on roads as narrow as 44 feet (2002).

    10. Grand River Ave. corridor This segment of roadway connects commercial services, including a grocery store, with the downtown and western half of the city. The Grand River Ave. corridor provides no bike lane or shoulder to encourage bicycling on the, high traffic, main cross town thoroughfare.

    11. Grand River Ave. Corridor “Small segments of bike lane can provide an opportunity for someone to ride their bike when they might otherwise not” (BLDG 2002: 45). “Bicycle lanes have been successfully implemented on streets with upwards of 30,000 vehicles per day” (BLDG 2002: 44). Would signs like these encourage this car to bike through town, versus hauling their bicycles on a trunk mounted bike racks? Bicycle use can reduce congestion by shifting short trips out of cars (Action Plan for Bicycle). This segment of the roadway may serve primarily travel to and from town and also for residents participating in transactions at the bank, grocery store, or other commercial venues. Feasibility of bicycling along this corridor may reduce the number of single purpose motor vehicles trips.Would signs like these encourage this car to bike through town, versus hauling their bicycles on a trunk mounted bike racks? Bicycle use can reduce congestion by shifting short trips out of cars (Action Plan for Bicycle). This segment of the roadway may serve primarily travel to and from town and also for residents participating in transactions at the bank, grocery store, or other commercial venues. Feasibility of bicycling along this corridor may reduce the number of single purpose motor vehicles trips.

    12. Community Biking Culture Non environmental & physical changes can also improve bikeability of Portland Enhancements: Establish a bicycle user group, local bicycle club, or “Friends of the Trail” advocacy group Encourage bicyclists to take a class improving riding skills and knowledge Develop a “Share the Road” message for city residents and motorists Adapted from: Bikeability Checklist

    13. The final tally Did you have a place to bicycle safely on the road? Did you have a place to bicycle safely on an off-road path or trail? Rating: 3 How was the surface that you rode on? Rating: 5 How easy was it to ride through intersections? Rating: 4 Did drivers behave well? Rating: 3 Was it easy for you to use your bike? Rating: 3 Community rating: 18-- “Conditions for riding are okay, but not ideal. Plenty of opportunity for improvements” (Bikeability). Although the Rail-to-Trail granted superior access on a path where motor vehicles were not allowed, there are still opportunities for improvement on and off the road. In many areas of the trail lighting is not provided. Heavily traveled roads in the city do no accommodate the needs of bicyclists due to the lack of space for a bicycle and due to the behavior drivers. Overall, the surface and built condition of the street network is problem free with the exception of surface debris in some areas. Improvements in the bike culture of the community will increase the safety and practicality of bicycle based transportation. The availability of bike parking racks at key destinations within the city would facilitate additional bicycle ridership.Community rating: 18-- “Conditions for riding are okay, but not ideal. Plenty of opportunity for improvements” (Bikeability). Although the Rail-to-Trail granted superior access on a path where motor vehicles were not allowed, there are still opportunities for improvement on and off the road. In many areas of the trail lighting is not provided. Heavily traveled roads in the city do no accommodate the needs of bicyclists due to the lack of space for a bicycle and due to the behavior drivers. Overall, the surface and built condition of the street network is problem free with the exception of surface debris in some areas. Improvements in the bike culture of the community will increase the safety and practicality of bicycle based transportation. The availability of bike parking racks at key destinations within the city would facilitate additional bicycle ridership.

    14. References Action plan for bicycle friendly communities. (n.d.). Bicycle friendly community. Retrieved September 5, 2006, from League of American Bicyclists Web site: http://www.bicyclefriendlycommunities.org/pdf/Action.pdf Bikeability checklist. (n.d.). [Brochure]. Retrieved September 4, 2006, from Pedestrian and Bicycle Information Center Web site: http://www.bicyclinginfo.org/pdf/bikabilitychecklist.pdf Bike lane design guide. (2002, October). Chicago. Retrieved September 4, 2006, from Pedestrian and Bicycle Information Center Web site: http://www.bicyclinginfo.org/pdf/bike_lane.pdf

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