In the 1960's and 70's, the consolidation of our nation's railroads resulted in abandonment of miles upon miles unused rail lines. City governments were drawn to the appeal of these corridors, as they connected cities and often ran through areas of historic or scenic value. Some prime corridors were transformed into greenspaces and recreational corridors for hiking, bicycling, and horseback riding. The trend gained steam and before long trails were being considered for active rail corridors as well. With the current movement to rejuvenate rail corridors nationwide, it seems an incredibly opportune time to take stock of our existing infrastructure and realize the benefits of rails-with-trails.
Converting an inactive rail corridor to a trail (rail-to-trail) is relatively straightforward, but establishing a trail within the easement of an active rail corridor requires more strategizing. For starters, why would a private railroad agree to a trail within their right-of-way? As the railroads are coming to realize, rails-with-trails aren't one-sided endeavors; they offer advantages to the railroad owners as well. With a trail often comes substantial benefit to the railroad, including beautification of the rail corridor and improvement of the railroad’s image in the eyes of the public (through appropriate community outreach). Public agency trail managers might attempt to acquire the easement from the railroad, in some instances reducing the liability of the railroad. Whether the area is patrolled or not, when people actively use a rail corridor trespassing and vandalism rates typically decrease. In the case of rail transit corridors, projects such as the Folsom Parkway Rail-Trail, have produced an increase in transit ridership by thoughtful integration between the two facilities.
Most railroad companies are in favor of rails with trails; according to a survey performed by the Rails to Trails Conservancy, less than 10% of railroad companies initially opposed the idea. In those cases where the trail was opposed, the railroad cited concerns over safety and liability. For obvious reasons, building a trail within an active rail corridor can carry a heightened level of concern for safety, but careful planning can assuage potential problems. Statistically speaking, using a trail in an active rail corridor is far safer than bicycling or walking along a busy city street. In the 34 year history of the program, there has only been one incident. And in this particular incident a biker ignored warnings signals, rode around a lowered gate and was injured by an oncoming train. (See the groundbreaking Rails to Trails Conservancy Study, Rails With Trails for one of the first extensive research efforts on this topic.)
Setbacks and appropriate separation from rail lines is a key factor in designing safe trails. Per “Rails With Trails”, trails are on average 10 to 11 feet wide with the average separation between track and trail being 33 feet. Many trails provide a barrier between the rail tracks and trail, particularly when the two facilities are close together or when railroad speeds are high. These barriers can be anything from heavy duty cast in place concrete walls or a grade separation to a ditch, fence or even just vegetation, depending on actual and perceived risk to trail users and the railroad. Along the Folsom Park Trail, when railroad easements didn't accommodate adequate separation between train and pedestrian, the design team chose to raise the trail almost 3 feet above the train tracks and provide a retaining wall with metal fence to ensure user safety.
Areas of intersection, where the rail and trail cross paths are critical points to introduce enhanced safety measures. When possible avoid at-grade crossings and attempt to introduce tunnels or overpasses. Standard signage that is universally understood should be used in conjunction with audible and visual signals to warn pedestrians and bicyclists at all crossings. Boston's Southwest Corridor Park spent almost $27 million on a trail that goes to great lengths to avoid at-grade crossings. The 4.7 mile trail includes 17 crossings that redirect pedestrian traffic via tunnels or bridges. On the Heritage Rail Trail County Park in Pennsylvania, the existing rail line passes through a narrow tunnel. To design around tight clearances (at some points within the 250 foot long tunnel the trail was within 6 feet of existing railroad tracks) the lease granted to the railroad by the county gives priority to bicyclists, requiring all trains to stop before entering the tunnel and wait until it is clear. Of course this only works with excursion railroads and not with scheduled or headways-based transit service.
The Federal Highway Administration has additional guidelines for designing trails in active rail corridors. FHWA advises against calling the trail 'safe' and suggests trail managers warn users to be vigilant as trains continue to use the corridor. Material selection and crossing surfaces should be selected to provide traction for runners and bicyclists and adequate illumination should be provided. The FHWA also emphasizes the importance of implementing a maintenance schedule to ensure the condition of the trail is routinely monitored, any hazards are fixed, and the trail is kept generally free of debris. As with any infrastructure project, thoughtful planning and continued maintenance will aid in creating a vibrant corridor for years to come.
Showing posts with label Bicycles and Pedestrians. Show all posts
Showing posts with label Bicycles and Pedestrians. Show all posts
Monday, May 3, 2010
Wednesday, April 14, 2010
Sunday Streets, San Francisco-style
Initially founded in Bogota, Columbia over thirty years ago, citywide events that temporarily close streets to automobiles and allow bikers, joggers, and skaters free reign have spread across the globe. These events encourage healthy, active lifestyles while promoting social and culture activities that build a sense of community. The first "Ciclovia", literally translated as "bike path" was held in 1976 after Enrique Penalosa, the former mayor of Bogota, declared that "A quality city is not one that has great roads but one where a child can safely go anywhere on a bicycle." In Bogota, the Ciclovia now covers 70% of the city and entices over 1.5 million of its citizens to walk, bike, and play in the streets every week. Cities around the world have been so inspired by its resounding success, that they have created similar programs.
Tokyo, Winnipeg, Melbourne, and just about everywhere in between have seen some form of Ciclovia. In the United States events like these have been held since the early 1980's; Portland has it's Sunday Parkways, Atlanta started Streets Alive, and Walk + Roll Cleveland spurred a national organization to help other cities institute similar plans. So far, most of these programs have been successful enough to ensure their continuation.
The lure of the Ciclovia is hard to resist. Where obesity continues to rise to epidemic proportions, for urban neighborhoods that lack open space for children to play, and as we maintain our dependence upon automobiles; the Ciclovia offers a small slice of respite. It offers community-sponsored recreation, encourages healthy behaviors, and provides a chance to reconnect with our neighbors face to face. In Bogota, the events are even having an impact on the environment. Auto emissions are reduced by over 40% on Ciclovia days.
San Francisco is one such city with a successful Ciclovia program, dubbed "Sunday Streets". The program recently kicked off its third year and is ever expanding with 9 such events planned for 2010. One aspect of the San Francisco program that has made it so successful is its alternation of locations throughout the city, including inner city districts such as the Bayview, which are not often visited by outsiders. The original Ciclovias in Bogota were careful to select routes that link existing neighborhoods together. This strategy, as opposed to closing down sections of major thoroughfares or bridges, is what really connects people and supports surrounding businesses. During San Francisco's first Sunday Streets of 2010 near the Embarcadero, retailers reported a surge in business from locals who typically avoid the area due to traffic.
Sunday Streets also boasts extensive community events. Not only are free bicycle rentals provided, but you can find free dance and yoga classes, free bicycle maintenance, a free roller rink complete with ongoing performances of Michael Jackson's Thriller, martial arts demonstrations and classes, kids’ activities, and even games for your pet.
San Francisco seems to be getting little push back from the community for these events. In general, businesses appreciate the additional foot traffic and citizens haven’t reported major traffic inconveniences. While the streets are momentarily closed to automobiles, Sunday Streets ensures that its events don't conflict with professional sporting events or concerts and the streets do allow cross traffic to pass through at specific checkpoints. With over 20,000 people attending events last year, San Francisco expects to see their numbers continue to rise this year.
Does your locale or region sponsor similar programs? How successful have they been? What have been the main “barriers to entry” in getting these programs established and/or maintained? We’d love to get your input.
Tokyo, Winnipeg, Melbourne, and just about everywhere in between have seen some form of Ciclovia. In the United States events like these have been held since the early 1980's; Portland has it's Sunday Parkways, Atlanta started Streets Alive, and Walk + Roll Cleveland spurred a national organization to help other cities institute similar plans. So far, most of these programs have been successful enough to ensure their continuation.
The lure of the Ciclovia is hard to resist. Where obesity continues to rise to epidemic proportions, for urban neighborhoods that lack open space for children to play, and as we maintain our dependence upon automobiles; the Ciclovia offers a small slice of respite. It offers community-sponsored recreation, encourages healthy behaviors, and provides a chance to reconnect with our neighbors face to face. In Bogota, the events are even having an impact on the environment. Auto emissions are reduced by over 40% on Ciclovia days.
San Francisco is one such city with a successful Ciclovia program, dubbed "Sunday Streets". The program recently kicked off its third year and is ever expanding with 9 such events planned for 2010. One aspect of the San Francisco program that has made it so successful is its alternation of locations throughout the city, including inner city districts such as the Bayview, which are not often visited by outsiders. The original Ciclovias in Bogota were careful to select routes that link existing neighborhoods together. This strategy, as opposed to closing down sections of major thoroughfares or bridges, is what really connects people and supports surrounding businesses. During San Francisco's first Sunday Streets of 2010 near the Embarcadero, retailers reported a surge in business from locals who typically avoid the area due to traffic.
Sunday Streets also boasts extensive community events. Not only are free bicycle rentals provided, but you can find free dance and yoga classes, free bicycle maintenance, a free roller rink complete with ongoing performances of Michael Jackson's Thriller, martial arts demonstrations and classes, kids’ activities, and even games for your pet.
San Francisco seems to be getting little push back from the community for these events. In general, businesses appreciate the additional foot traffic and citizens haven’t reported major traffic inconveniences. While the streets are momentarily closed to automobiles, Sunday Streets ensures that its events don't conflict with professional sporting events or concerts and the streets do allow cross traffic to pass through at specific checkpoints. With over 20,000 people attending events last year, San Francisco expects to see their numbers continue to rise this year.
Does your locale or region sponsor similar programs? How successful have they been? What have been the main “barriers to entry” in getting these programs established and/or maintained? We’d love to get your input.
Friday, March 26, 2010
Yield on Stop for Bicycles
To promote a balanced and environmentally sound transportation system, one of our societal goals should be to accommodate more sustainable modes of transport, right? The proposed Yield on Stop law for bicyclists does just that. Already in effect in Idaho and proposed for vehicle codes in several other states, this bicycle-related provision allows cyclists to continue through stop-controlled intersections (at a slow speed) if the coast is clear. It recognizes the inherent differences in mechanics and perception of the bicyclist versus the automobile, and would undoubtedly promote cycling as a more attractive mode.
This video does a good job of illustrating the dynamics of the proposed law. Naysayers will point to perceived safety issues, the potential for increased liability for local governments, or the possibility of abuse by aggressive cyclists. But what about the system currently in place, where cyclists are subservient to an incompatible motor vehicle code? What does the current code do for promoting sustainable modes of transport, such as the ultra-efficient bicycle? An article in Oregon Cycling Magazine offers some excellent insights on the Idaho law and how it’s working, as does this article, which takes the position of the bicycle commuter. Making biking easier for the regular commuter could do a great deal for both congestion and the environment.
I’ll offer some personal insight. Cycling in Marin County, California a few years ago, I rolled through a four-way stop sign at an unoccupied intersection. Sure enough, a tailing police officer pulled me over and issued me a ticket, same as if I was driving a 6,000-lb. SUV. Later that same day at a coffee shop, I engaged in casual conversation with a resident and brought up the fresh ticket. She said something to the effect that “that’s unfortunate, but you had it coming.”
This attitude is not uncommon but is also quite understandable. It indicates the need not only for institutional change (i.e. the vehicle code itself), but for focused outreach geared to address these attitudes. Because our public thoroughfares have, over the majority of the past century been largely taken over by motor vehicles, scarce resources are left over for pedestrians and cyclists. These latter user groups are then pitted against each other to fight over the “scraps”, causing friction and mistrust. Granted, just like drivers there are over-aggressive cyclists who will abuse their status, and by making the laws reflect the reality of cycling, these few can be more easily singled out and prosecuted.
What do you think?
This video does a good job of illustrating the dynamics of the proposed law. Naysayers will point to perceived safety issues, the potential for increased liability for local governments, or the possibility of abuse by aggressive cyclists. But what about the system currently in place, where cyclists are subservient to an incompatible motor vehicle code? What does the current code do for promoting sustainable modes of transport, such as the ultra-efficient bicycle? An article in Oregon Cycling Magazine offers some excellent insights on the Idaho law and how it’s working, as does this article, which takes the position of the bicycle commuter. Making biking easier for the regular commuter could do a great deal for both congestion and the environment.
I’ll offer some personal insight. Cycling in Marin County, California a few years ago, I rolled through a four-way stop sign at an unoccupied intersection. Sure enough, a tailing police officer pulled me over and issued me a ticket, same as if I was driving a 6,000-lb. SUV. Later that same day at a coffee shop, I engaged in casual conversation with a resident and brought up the fresh ticket. She said something to the effect that “that’s unfortunate, but you had it coming.”
This attitude is not uncommon but is also quite understandable. It indicates the need not only for institutional change (i.e. the vehicle code itself), but for focused outreach geared to address these attitudes. Because our public thoroughfares have, over the majority of the past century been largely taken over by motor vehicles, scarce resources are left over for pedestrians and cyclists. These latter user groups are then pitted against each other to fight over the “scraps”, causing friction and mistrust. Granted, just like drivers there are over-aggressive cyclists who will abuse their status, and by making the laws reflect the reality of cycling, these few can be more easily singled out and prosecuted.
What do you think?
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