West Side Map for Park(ing) Day

It's super exciting to see the West Side map for Park(ing) Day up! It's nice to see that protected bike lane. . .


You can sign up for a parklet at the webpage.

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Waterfire Should Get Bus Lanes


Bus lanes, Chicago.
Regular readers may remember that I asked Waterfire director Barnaby Evans last year if he'd ever consider cordoning off some parts of South Main and Memorial for temporary bike lanes, an idea that came to me when I realized that the traffic congestion of Waterfire made biking very safe but very unpleasant. Waterfire actually supports such an idea, or at least they did the last time I spoke to them. The reason it hasn't happened yet is that the city's emergency services have claimed that this would cause severe traffic jams, and that not moving cars through the area would be dangerous in the case of an emergency.

My response was to point out that wide bike lanes are perfect places for emergency vehicles, since no cars are in their way. And I'm backed up by experiences from the Netherlands, where biking expert David Hembrow has seen the gap between American and Dutch emergency responses. Still, it seems like this hasn't been on its way to happening, public safety be damned.

But how about bus lanes? It occurred to me coming back this weekend on the 60 from Newport that bus service is severed by Waterfire in a number of places, and that the remaining streets are so clogged with cars as to make taking the bus feel like a joke. Considering that the mission of Waterfire is supposed to be communing with the river and its natural beauty, this seems like a problem. Using Waterfire to demonstrate the usefulness of right-of-way transit in a temporary way could be a really great way for the city to advance an idea that is generally misunderstood by the public.

I'd like to propose three things:

1. We need some kind of congestion pricing for Waterfire. It doesn't have to be a huge charge, or even be calculated strictly on what the market cost of driving it. It could be $1 flat fee for the night. If you want to drive in the downtown of Providence, you have to pay $1, in addition to whatever parking fees.

2. We should take one of the two lanes on S. Main, one from S. Water, and one lane in each direction from Memorial to make temporary bus lanes. Of course, I'd like to see some kind of bus lanes emerge in parts of the city in general, particularly on N. Main. But Waterfire is a special situation of unusually high traffic congestion, and in order to make the bus system function, and to help relieve that congestion, we should have bus lanes.

3. The money from the congestion pricing should go to RIPTA to extend some of the statewide bus service. It might not make sense to extend every line, but we should be able to pick a few lines that have the potential to carry more passengers. I think the 60 is a good target, because it really carries quite a lot of people anyway (almost always standing room only). What not double the frequency of the 60 on Waterfire nights, but charge a fee for drivers entering the city? Other candidates for extended bus service could be the 54 from Woonsocket, or the 66 from Narragansett/Kingston (during the school year). For some of these routes, money would be better use to extend the span of service later into the night than to increase frequency, but for the 60, service is already pretty late.

I haven't thought of an exact detailed mechanism for charging people. One idea I have is to just put the fee into parking. We do still have a lot of free parking around downtown, and we could charge at least $1 for people to park in those spots. More likely we should charge much more. This would act as a congestion charge without needing to have tolls set up at all the various entrances to downtown. But if someone has a better idea for how to levy this charge, I'd like to hear it.

Alternatively, if people find that using the fee to extend transit is too much of a stretch, we could just extend the money to Waterfire in reduced charges for set up, ultimately to be passed along to customers in either more Waterfires or cheaper food, etc. I prefer the RIPTA funding route, and think it makes more direct sense (you use a road charge to pay for transportation-related expenditures). But I could go either way.

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How to Tax Parking (And How Not To)

I want to thank Brent Runyon of the Providence Preservation Society for bringing this study by VTPI to my attention. I've been thinking a lot on my own about how to tax parking in Providence, and this study gives a lot of insight into what to do--and what not to do.

The long and short of it is that it's politically easiest to tax parking on dedicated lots, rather than to do a "per space" tax on all parking, but this way of taxing parking has problems. We might be tempted, for instance, to tax the lots in downtown Providence but not tax the lot attached to, say, the Whole Foods, because our instinctive thought would be that though we don't like a surface lot next to a grocery store, it's much better than a bare lot serving nothing but parking alone. 

The problem comes with the fact that the lot parking attached to businesses is free to customers and employees. Of course, it's not actually free. It costs money which is passed into lost wages or higher prices. But to the worker or consumer, it appears free. When the price of commercial parking, i.e., the lots downtown that charge per hour, becomes more expensive without putting an equal burden on these other parking lots, it gives a stronger incentive for businesses to include free parking into their design as a benefit to customers or workers. This is not what we want.

What's more, this problem already rears its head in other ways already. As I pointed out in a piece in Eco RI News and The Urbanophile, Providence's smallest (by area) businesses produce the most revenue for the city per acre, while those that appear to be the anchor businesses often produce much lower revenue per acre. Fertile Underground, whose building (with apartments above it) is valued at $750,000 is worth much more per acre than the Waterman Whole Foods, valued over $2 Million, because FUG only takes up  0.2 acres, while the Waterman Whole Foods is much larger (Note: We couldn't even get reliable data from the city on the taxable value of the N. Main Whole Foods, which has even more parking, but my guess is that in absolute terms the building is worth more, and that in per acre terms it's probably worth a great deal less). Even the African Market we chose off of Cranston Street, which was in a dodgy neighborhood and perhaps wouldn't even appear on the radar of city officials, was worth more per acre than the Whole Foods (I'm not trying to pick on Whole Foods here as a "corporate" or "non-local" business, either. This is about building design--the Chipotle on Thayer Street is worth about the same as the Fertile Underground building, but takes up half as much space, making it worth over $7 Million per acre. The Fertile Underground, actually, only has about four parking spots in the back of it for apartment dwellers, but it often occurs to me as I'm taking out the trash there that a whole other building of the same size could fit in that space.)

So, when we set a parking tax, it should be per parking spot. This is a fair tax, because businesses are free to choose whether the cost of parking is worth it to them in a market, or if they'd like to trade some of that cost away for greater infill development. As this study shows, it's hard to make this argument politically, because on the face of things most people assume that they've already paid their fair share for parking, and that a tax on it is some kind of special arm-twisting by a big government conspiracy. But in reality, what's happening is that large frontage businesses with lots of parking are taking up a great deal more in resources from the public--everything from extensions of plumbing, road wear and infrastructure, lost tax revenue from potential development, and so on. In the extreme cases, mostly outside of Providence, we have instances of bus lines like the 54 or 66 being required to go off-route to take people into parking lots and to the door at a Walmart or Stop-and-Shop, and this also is a public drain, taking valuable fuel, vehicle wear, and paid driver time away from running a more efficient route.

Providence has very high property taxes, and is fourth in the country for commercial taxes. It also has a considerable gap between rental property taxes and homeowner taxes, making apartments less affordable. So taxing parking to produce a dividend to lower property taxes is one of the smartest things we can do. A parking tax is fair in a market sense because it puts a value on things that are actually consumed by drivers. It's fair in a lefty-socialist sense because it allows funds that are currently being used to prop up car ownership to be repurposed--either through an expanded market for housing, lower prices on rents; or even in expanded services, such as better spending on schools. It makes sense in an environmental sense because it helps us to achieve green goals. And at its center is the notion that we should build more cool stuff in our city to make it a more attractive place to live.

Let's make sure it's a per-space tax, though. This study shows the importance of that.

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Become a Sponsor of Park(ing) Day

Donate, or these gentlemen will come. . . pay you a visit. . .


Park(ing) Day is upping the ante this year, bringing not just parklets, but the first-ever protected bike lane in the state, from Dean Street to Tobey on Broadway. As some of you may remember, we've been advocating for Broadway to lose one side of its parking to provide for a 14' two-way protected bike lane, which would still provide 4' of space for new trees on the street, pedestrian islands for RIPTA riders, and other improvements. The temporary protected bike lane will be just unidirectional in order to be logistically easier to set up. Next to the temporary bike lane will be parklets.

As you may imagine, there's a huge cost to this. We have leftover grant money from the Narragansett Bay Wheelmen that we're putting towards some of the design work, but we'd also appreciate your support! In addition, we have to pay for permitting and advertisement related to the event, which is taking place throughout Downcity and the West Side.

$500 Sponsorship - The PARK(ing) Boot
 Logo on all publications for event
 Logo on rhodeislandasla/parkingday website
 Logo on sign at PARK(ing) Day reception
 Logo on parklet signs
 Mentions on all media blasts
 PARK(ing) Day t-shirt

$250 Sponsorship - PARK(ing) Authority
 Logo on all publications for event
 Logo on rhodeislandasla/parkingday website
 Logo on sign at PARK(ing) Day reception
 Logo on parklet signs
 PARK(ing) Day t-shirt

$100 Sponsorship - PARK(ing) Enforcer
 Logo on rhodeislandasla/parkingday website
 Logo on sign at PARK(ing) Day reception
 Logo on parklet signs
 PARK(ing) Day t-shirt

$50 Sponsorship - PARK(ing) Officer + Logo on sign at PARK(ing) Day receptionName on parklet signs
PARK(ing) Day t-shirt

$25 Sponsorship - PARK(ing) Meter Maid
Name on sign at PARK(ing) Day reception
Name on parklet signs

$12.50 Sponsorship - PARK(ing) Meter Feeder + Name on sign at PARK(ing) Day reception Name on parklet sign of your choice

Transportation Alternatives Committee Meeting

Barry Schiller would like you all to attend the upcoming Transportation Alternatives Meeting. I'm going to make it my personal mission to bug and cajole as many people as I can to show up--so beware! I'm coming for you!

Barry says: 

The Transportation Alternatives Committee meeting at 6:30pm on Thursday, July 24 at the DOA building. 
Though Sue and I are on the TAC to speak about this, they are used to us, so I urge others from the bike community to come and show support for Transportation Alternatives and bike programs, both on-road (part of complete streets, signage, lanes, sweeping, traffic safety enforcement...)  and off-road (e.g.  to get paths to the core cities & Narragansett Beach, make connections, Aquidneck...)   Remember, public comment is allowed at the start of the meeting and on any transportation topic at the end.
Please come to the meeting! 

Great Island Perfect Example of What's Wrong with RI Transportation.

Point Judith is currently a parking crater because of poor 
transportation and land use planning.
I'm interrupting the regularly scheduled reminiscences on my hometown to come back to the subject of Rhode Island, and talk about the lack of debate going on about the highway trust fund. We basically have two sides: the rightwing says "let it burn", and the "left" (if you can call it that) says "keep things the same". Both sides are being fiscally irresponsible, and both sides are being inequitable, so neither is really supporting the core ideals of right or left. The Rhode Island congressional delegation belongs to the "keep it the same" camp, and is pushing an effort to fund the highway trust fund so that we can continue to road build in much the same silly way that we always have. 

I give you Great Island Road, Narragansett.

Great Island Road is a local bridge to low density housing near Point Judith. The Rhode Island congressional delegation has been celebrating the work being done to fix the Great Island Road Bridge using federal highway trust fund money. To me, Great Island Road is emblematic of what's wrong with the trust fund.

First, this is a local road. It's as local as it gets. It serves a residential-only area, carrying no through traffic at all. There's no reason for federal funding to be supporting this. In general I would say some kind of tolling makes more sense for roads. On this one, I might even go as far as to say that property taxes are the best way to recover the cost of the bridge, because the users of the bridge are generally the same exact people as the owners and renters in the homes. But in any case, the cost of the bridge should be localized. Having used federal funds to fix this bridge, we should now find a way to recover that money through some kind of local charges, and pass that funding into better transit for the area.

Other roads and bridges around this area carry more traffic, but supporting them through the trust fund doesn't make sense either. Point Judith is now a huge parking crater due to the number of cars that come to it during the summer months, but in the fall and winter, and even into early spring, the Point is desolate. Route 66 of RIPTA runs to meet the ferry, but is very infrequent. Having a localized Route 66 along with tolling on the bridges would make sense as a way to pay the costs of the road infrastructure, reduce car use, and help to support more frequent transit. 

By a "localized" 66 I mean focused on South County. The 66 currently runs roughshod all over the state to get between Point Judith and Providence, but doesn't serve any particular point efficiently because it tries to serve everywhere--including many rural and exurban locations poorly suited for transit. It's long route also makes it impossible to run frequent service between denser points of interest. URI students have a notorious problem of getting into DUI related incidents, and I know from having worked on the Block Island Ferry as a bartender that a good number of the people getting off the boat are not in their best condition to drive. It makes more sense to have a ten minute frequency bus hitting only a few points--Peacedale, Wakefield, URI, and the train station--from Point Judith, rather than having a bus that snakes through parking lots, trying to carry service into West Greenwich and Warwick before going to Kennedy Plaza. Service to Providence would be better organized through the MBTA station at Kington, which should be the last stop for a viable 66. With frequency, this transfer won't be a problem.

Another important change should be putting better bike access onto Route 108. As a dauntless biker, I commuted each day along 108 to work, but many would not. The route is far too wide for its low usage during most of the year, and is only full of cars and congested in the summer due to poor transportation and land use planning. In the winter the existing Kingston Bike Path should be plowed and salted. 108 could certainly get protected bike lanes to help to remove many drivers from the road. The current excuse for not salting and plowing the Kingston Bike Path is that it would harm marshes, but this has the same ring to it that not putting bike racks at the Statehouse in order to protect the "historic character" of the sidewalks has. We plow and salt the large stroads we've built through this community, and the salt ends up in the wetlands through runoff. We should do what we can to make year-round biking comfortable.

I understand that the Tea Party's "let it burn" attitude toward the country is destructive, but the Democratic "stay the course" route on the highway trust fund isn't good enough. And Great Island Road should be an example of why. Rhode Island's delegation in Congress generally has the right positions on environmental concerns when they're specifically targeted, but somehow they continued to not understand the interactions of other things (like road spending) with these policies. There's an irony to Sen. Whitehouse's celebration in particular. Just as I pointed out in a previous post, the senator tells us each week to 'wake up' about climate change, and then is constantly rushing the door to support whatever road project he can. 

The appetite for cognitive dissonance is amazing.

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My Suburb.

I visited home recently, and I couldn't help but notice not only the differences between Philadelphia proper and Providence, but even the differences between my suburb of Upper Darby and Providence. I'm hoping that I've spent enough time complaining and cajoling Providence lawmakers to do things they won't do to try to throw my weight into an even more far-fetched task: getting UD to change. I think it would take very little to make my town bikeable. I'm hoping regular readers of the blog will bear with me through my posts about Upper Darby, and hopefully despite them not being at all about Rhode Island, they'll still be interesting.

One of the reasons I want to focus on Philadelphia again is that I actually feel like Philadelphia is a far better city to model ourselves after than either New York or Boston. I mean, clearly, New York has a far superior transit system, but in terms of walkability and bikeability, Philadelphia is much better--Philly has narrow streets, and New York has huge ones. Boston, too, I think, has a lot to offer, and is a beautiful city in many respects. You can find narrow streets in Boston, but despite that, there are quite a lot of highways and unnecessarily large roads, and I truly can't think of many places where I'd less enjoy biking around--Mayor Menino or no Mayor Menino. Boston and New York have such a pull on Providence, that they can make it seem like they're the true leaders on this stuff. And certainly, New York and Boston have made some small improvements. But I still hate biking in either one, even despite the fact that the leadership of Philadelphia sucks and is stalling on improving conditions for cyclists from where they are now, the advantages that already exist in its design have to be taken into account. 

Here's the clincher. I'm not going to compare Providence to Philadelphia proper. I'm challenging you to beat my suburb: Upper Darby. I figure this is a win-win for me. I've gotten bored of saying things that won't be listened to here, and I figure why not try to be ignored somewhere I'm more at home with? And this way, it's fair. Upper Darby's about half the population of Providence, but a bit denser. It's got better transit, but it's way behind on biking (no bike infrastructure at all, certainly no bike share on its way). So we're at a point where some competition could happen. Let's see where we go.

Here's my challenge to your Providence: if I can get Upper Darby to improve faster from my computer in Rhode Island than I can get Providence to change from within it, then that would be a major embarrassment, wouldn't it? And if I don't, eh. . . well, good for you! But either way, one of the places I've called home will win. I'm thinking this will spice things up.

Tina Fey, who is from Upper Darby, and went to my high school, has this to say about Boston:


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"We all really hate Los Angeles." 

(Vraiment, nous d├ętestons Los Angeles.)

--Ben Franklin, 1746, while sleeping with an elderly French woman wearing a basket on her head.*
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Day One: A Woonerf for Garrett Road


69th Street Station, near the Tower Theater, Upper Darby
A woonerf is a street that cars can drive on, but where bikes and pedestrians have the right of way. They don't just have the right of way in the sense of being able to cross, but also area allowed to walk down the middle of the street, or bike. Speeds are very low: 10-15 mph (this shouldn't be a problem, since many streets in UD have 15 mph speed limits signed). Woonerven can be accompanied by diverters to keep through-traffic low, or can have traffic calming devices on the street like additional street trees and plants to narrow the way. Garrett Road should get a woonerf parallel to it, because to do so would be easy and would have huge benefits for the town.

Garrett Road is the main street of Upper Darby, and runs through a variety of neighborhoods. It parallels the 101 & 102 trolleys, which go to Media and Sharon Hill from 69th Street. Connecting through many of the neighborhoods these trolleys run in is easy, because the streets in UD are gridded, and most are calm. But neighborhoods are cut off from each other by natural features like Naylor's Run Park, and that means merging onto major streets from time to time.

The Sharon Hill Trolley (102) from Bywood Avenue.
As American streets go, Garrett Road probably isn't that bad, but it does need a road diet. It has a variety of mixed-use and mixed density housing alongside it, lots of shops, schools, and other amenities. The walk score along parts of it is in the high 80s. One of the features that makes Garrett Road easy to be turned into a decent biking corridor is that it's built kind of like a boulevard. There's a major car street, the trolleys, and then a quieter parallel street. In the Bywood and Stonehurst neighborhoods, the parallel street is Bywood Avenue. In Drexel Park and Garrettford, it's Hillcrest Road.

A couple things need to change. At the eastern terminus of these streets, they become paired one-ways. On Garrett especially, this causes speeding. Bywood gets less speeding on its one-way, perhaps because it's narrower, but any cyclists going east and trying to avoid Garrett now have to merge back onto the road. UD officials should change these streets back into two-ways all the way.

Mixed use. a side street of Bywood. It gets quieter very quickly, but there are still beautiful high and low density housing types on the same street.

This corridor could get bike share. From 69th Street, there's the El, the 100 High Speed Line, the 101 & 102 trolleys, and buses going to every place in the region. That's a lot of people moving through this corridor. While there were only a few vacancies on 69th Street when I walked around, this corridor looks drab. One way to enliven it would be to use bike share to connect from 69th Street, and from targeted trolley stops on the 101 & 102. 

Market Street needs a road diet (admittedly this was taken in the morning on a Sunday, but this is too many lanes--and the lanes are each too wide!--hurting business. Learn from Center City.)
69th Street, and even more so Market Street, could get road diets. I saw that the UD Police have taken to giving out "Slow Down" lawn signs to neighbors all over the township. Why not make the road design reflect that? Again, speaking from a business perspective, 69th Street is a fairly lively place, but its success is entirely dependent on getting people off of transit to walk around and buy things. There's never going to be enough room for all the fast moving cars on Market to park, so why usher them in so quickly? 

Parking crater and main branch of 
UD library.
Parking crater for commuters near
prime location apartments.
I was really happy to see that there were only a couple of parking craters in the 69th shopping district, but all the ones I saw were directly adjacent to the 101 & 102 trolleys. Upper Darby should consider instituting a parking tax on these lots. It could use the revenue in any number of ways: it could lower taxes on nearby buildings, helping businesses grow and apartments and homes stay affordable. It could also use the money to clean up the streets. 69th Street was full of trash when I was there. Getting the shopping district to look like a place that matters would help to highlight all the cool restaurants and shops that actually exist there already. 

Trash!

The other challenge is that Naylor's Run Park and the Bonner/Prendie High School campuses blocks Bywood from connecting over to Hillcrest. This could be pretty easily fixed by running a pedestrian/bike bridge over Naylor's Run near its nearest entrance point on Beverly Road, and carrying a bike path across the Bonner/Prendie track to Winding Way. There's already a signal at that intersection to help people cross, and Winding Way immediately turns off into Hillcrest Road. Lansdowne Avenue, which inexplicably gets very wide and fast in UD, and which has been the site of many pedestrian deaths, should get a road diet.

Getting bike access through Naylor's Run and Bonner/Prendie makes sense too, because this park is the site of a proposed cross-county bike path from Yeadon to Radnor.

In Drexel Park and Garrettford, there's a great deal of mixed-use development due to the history of the trolleys, especially around the Waverly Theater, on Garrett Road itself, and on Burmont Road. With the gridded streets, and especially with the woonerven on Hillcrest and Bywood, getting to these businesses should be easy. This should also help children get to school at Garrettford and St. Andrew's. 

The Philly suburbs: My grandmother's block, the 1200 block of Roosevelt Drive, though far out of the walking distance of many trolley-takers, would be an appropriate extension of bike share. Nothing tremendous here, but note: apartments, different housing types, a corner store, a community building halfway up the block. This is also about quarter mile off of the (proposed) bike trail between Yeadon and Radnor. Keep in mind, in many parts of the country, this is what they mean by "the city".
This area is less dense than along Bywood, but I think bike share might still be able to work in limited places, perhaps at Lansdowne Avenue and Shadeland Avenue off the trolleys, and with hubs at the schools and shopping areas, and at DCMH Hospital.

Walk With Care: Indeed! (Westbrook Park, Springfield Road).
Another challenge is the beyond Garrettford, Garrett Road turns into N. Bishop going into Westbrook Park. Westbrook Park is really part of Clifton Heights, but it's part of the UD School District, and culturally feels like it's part of the township. Westbrook Park is strange, because it's above 10,000 people per square mile, but every possible awfulness has been unleashed by traffic engineers onto it, to make it as unwalkable and unbikeable as possible. I would try to approach this using an urban (or, shall we say, suburban?) triage:

*Getting this area bikeable makes a lot of sense, since it's the site of a proposed cross-county bike path by the Darby Creek. There's some surprisingly beautiful sites alongside the creek that no one will ever know about unless UD fixes bike and ped access.

*Westbrook Park has a poverty level above 10%, which is not high by any means compared to some communities, but is high enough to ask a question: is making this dense, potentially walkable area less accessible to people without cars such a great idea? 

*The N. Bishop highway-let can't be more than a quarter to a half mile long, depending on how you define where it begins. Why do we have this? The road needs a road diet, and could easily get protected biking and walking areas. It seems silly that someone living in Garrettford couldn't walk easily to Westbrook Park. I remember, in fact, that this was one of the few places in the region I occasionally asked for a ride to. Even though Clifton Heights has a trolley stop, Westbrook Park is an awkward place within the borough to get to.

This is my childhood house, which was not in Westbrook Park, but which is the same exact housing type (My neighborhood was more walkable and bikeable). Note, this is also more than a mile off the trolley, but is dense enough to support a modest bike share system.

*Bishop needs several crossings to make it walkable. I walked it the other day, and there's essentially nowhere safe to cross between the end of Garrett Road and Baltimore Pike. I think this must be an outlier within the inner suburbs, where usually walking is easy and comfortable. Signals should be timed to lower the speed of the road to 25 mph, but signage to let drivers know this could help to smooth traffic, and even improve drive times. I think this corridor is the only place in Upper Darby I can really think of there being traffic jams, and it's because the road design is something out of the 1950s, but with dense housing around it.

*Baltimore Pike is a nightmare, but it'd be hard to deal with right away. Over time, I think it could get medianized BRT. What's interesting about Baltimore Pike is that it goes from being a two-lane, very crossable road to a gigantic stroad right in this neighborhood. So one option would be to carry out road diets a half mile at a time, to accompany development. This is the way main streets used to be built: just a little at at time. Buildings like the currently open but dilapidated-looking Burlington Coat Factory could be hubs around which other buildings could be slowly in-filled. Do you remember when this corridor had the "Bazaar of All Nations"? Baltimore Pike is probably the ugliest and most dysfunctional thing in the Philly region, which is crazy since it's got transit coming at it from all directions to help it take on a better shape.

*Springfield Road has some businesses that could be walkable, and is also home to Westbrook Park Elementary School and Holy Cross Church. A bit farther down, Springfield Road has an on-street trolley (the 102). A road diet on this street to lower speeds, improved street trees, and wider sidewalks could help support these businesses.

Day Two: Can We Do Anything with Marshall Road? Tune In Next Time. . .