Ranting about Bellevue, Washington

I had thought that literally nobody cared in the city of Bellevue. It’s a super dystopian vertical suburbia that is super creepy from anything other than the wheel of a car. Even then however, it’s pretty myopic in it’s worldview. I was super surprised at this twitter thread however and the great new material to sleuth through!

What transpired from that included a few gems from @theboobla. Then a bit later, after I was frustrated by needing to weed through stopped auto traffic through inclement environments I ranted again while I waited in some cartopian dystopian crossing.

…which led to…

Then the sleuth work actually got underway! Here’s some starter material on what looks like prospectively amazing infrastructure heading for Bellevue. This city could absolutely turn around it’s car-dependency dystopian myopic worldview with this and open the place up to a better future!

Which leads me to two of the leading blogs on all things transit & bicycle transpo ->

http://www.seattlebikeblog.com and https://www.seattletransitblog.com ! Both excellent sources of great information and news for the area.

 

Hawthorne Bus Island Fix

Where a bus island needs to be on Hawthorne, desperately.

@ Fremont,Williams, & Vancouver Intersection

This intersection needs a little help in the AM. It only continues to get worse too. Motorists beware.

Portland’s Better Blocks Broadway

Here’s a short review I did of the redesign. The bus island was something that really shows in this city how these should be implemented. Well designed and well built, we should have these as standard on almost all major roads with bus stops so there isn’t the existing conflict.

A Beautiful Ride into Portland and Tactical Urbanism Surprises

Today I rode into Portland as I’ve done thousands of times. Today I cycled across the Skirdmore Bridge over I-5, across Mississippi Street area and over to the Vancouver/Williams bike routes. As usual, at the hour I was riding into town there’s a decreasing number of people from the rush hour commute. A few cars, and 2x to 3x as many cyclists plying their way down Vancouver. I passed the New Seasons, made the red light and on through the hospital area onto the part of the route that is a gradual downhill for the next mile or so.

I cut over at Russel Street to the easier to navigate Flint Avenue. I rolled by the Ex Novo Brewery and looked over as a few people dropped of kids at the Harriet Tubman Middle School. I rolled around the parents as they attentively watched myself and other cyclists pass in the through area of the road. I always worry around schools since there are so many parents who tend to become distracted and run over their children, or in some cases pedestrians or cyclists trying to just go by.

As I rolled onward, still on the downhill segment of the ride I came to the mess of construction that has the Broadway Bridge closed to almost every mode (at some point or another it has been at least). Today it was closed to automobiles, streetcars, and any motorized transport, but one side was open for pedestrians and cyclists. So I entered the bridge and began the uphill climb to the west side of the bridge for the Broadway drop into downtown.

Since oncoming traffic lanes were closed to the bridge I went ahead and just veered to the left and cut over at Irving Street. I got a good view of the train station, looking majestic this morning with the wonderful blue sky for the backdrop. I zig-zagged over to Hoyt and then onto 3rd.

On 3rd the bike lane begins at Glisan and now continues all the way to Burnside, which is excellent to have a clear route like that. I continued toward Burnside, and as I came to the street the light turned green and I noticed orange traffic cones on either side of the bike lane. It looked a little odd, but as I rolled further I realized that they were labeled with PDX-trans-formation, which from Twitter I know is @PBOTrans. I rode through and had to stop though, because I wanted some pictures! This was the first time I’d actually found some of the tactical urbanism of @PBOTrans.

After I snapped my pictures I continued on, got some work done, finished several errands, and headed over to a coffee shop to wrap up some more work before the meetup tonight. While there I pulled up twitter to check out the account and lo and behold it seems that there were already a whole bunch of tweets and other people noticing them too! Here’s a few choice tweets below.

Fixing Greenways (or Bike Boulevards?)

Ok, so it seems the names change, so I will kick off this blog entry with a definition of what a greenway is.

Neighborhood Greenways are residential streets with low volumes of auto traffic and low speeds where bicycles and pedestrians are given priority.

Here is some more information on the Multnomah County Site. I’ve posted a screenshot of the map on that page below.

2016-03-12_17-05-24

There’s also a useful video, produced a good while ago, that explains when the bike boulevards became neighborhood greenways.

The goals of these greenways are simple: (PBOT description on the left, my translation on the right)

  • Reduce auto cut-throughReduce dangerous cut-through behavior unfamiliar with neighborhoods endangering people in those neighborhoods.
  • Safer cycling and pedestrian connectionsInsure motorists don’t kill more pedestrians, cyclists, and those in their homes (not joking, motorists keep running into stationary builds with people inside), and generally create safer ways to get where we all are trying to go.
  • Reduce auto speedsbecause seriously, slow down on neighborhood streets asshole. Whoops, that was a little aggressive, you get the point.
  • Help people cross busier more dangerous streets – Where streets are designed where motorists have killed people, improve the intersections and crossings to prevent motorists from killing more people.
  • Provide easier guides on the routeMake it easier to figure out where you’re going, even when you haven’t checked your google maps route.  😉
  • Provide more “eyes on the street”I think this means more people biking and walking means safer streets, as the data proves, as motorists tend to chill out when lots of people are out and about keeping an eye on their bad behavior. Or it just means more people are staring at the street. I’m not 100% sure about this one.

Ok, so now we have a shared understanding of what a greenway is and generally where they are in the Portland city limits.

But where are we now? There are problems…

A few events have taken place in Portland that have led to some pretty serious problems on the greenways that need to be resolved sooner rather than later.

First Event: There have been thousands upon thousands of new residents that have moved to Portland. Hello to all of you that have moved here over the last decade, welcome to the city! That’s all fine and dandy, this has had profound changes on the city – for better or worse – and the one big change I’d like to point out is that this influx of people have led to more people on the streets. It isn’t just cars, but all modes, however the mode taking up the most street space by orders of magnitude that moves less people are — drum roll please — cars, you guessed it. Because of this there is increased traffic. This leads to more people trying to take shortcuts. Taking shortcuts leads me to the next big event…

Second Event: This app called Waze happened. It’s great for the motorist stuck in traffic, but it enables the stuck like a pig in a cage driver to use the road system in a way it WAS NOT PLANNED TO BE USED. A motorist is NOT supposed to be cutting through neighborhoods (at 20mph or 50mph for that matter) to get from one highway or major arterial to another. But this app enables exactly that. It’s made once pleasant and low traffic neighborhood streets (i.e. greenways and such) into traffic sewer bypasses and cut throughs.

Third Event: The economy improved, yay! Good for us, good for you, good all around. It’s a good thing when the economy is enabling us to feed, eat and clothe ourselves along with enjoying life! However there is a dark side to this, because about 49% of trips into downtown Portland are not made by biking, walking, or transit, but by a single person in a single car, which creates a maddening and dangerous rush hour. Every single day the pollution skyrockets and the air quality decreases dramatically because so many people want to drive, drive, drive. So they do, and hey, we’re America land of freedom and stuff so we subsidize the hell out of that and enable as many people as possible to drive… but, a lot of these now employed people are out there driving, using things like Waze, moving here for work, and generally being a motorist sucking up a bunch of space in their private car and dirtying up the air in spite of the other 51% of trips into and out of downtown that are not done in such a selfish way.

So that is the root of our big issues. But now, how do we fix such issues? It’s actually super easy!

Solution #1: Diverters

Physical diverters direct auto traffic out of neighborhoods onto primary arterials where higher speeds and higher throughput of automobiles is possible. Instead of buzzing through neighborhoods for long trips automobiles are sent into the key automobile sewers like Highway 99 (MLK), Highway 26 (Powell), I-5, I-84, I-205 and other main drags like Hawthorne, Cesar Chavez, Rosa Parks, and others.

These diverters do this and make neighborhoods better for those that live in the neighborhood. Diverters make the neighborhood safer for the children, the elderly, and all the rest of us just walking along the sidewalks, biking down the street, crossing to the local neighborhood coffee shop, or otherwise.

Implementing these is the key, there are some, but we’re in desperate need of many more. So many greenways have no diversion and easily fall prey to Waze and turning into a car sewer. Recently my wife and I stopped biking toward our destination and returned home because of the incessant motorists passing (most safely, but some unsafely with unclear motive or going straight, turning, or whatever they’re doing). Many of the motorists were clearly confused about where they were going, how to return to the Interstate (Avenue or I-5) and were overall, clearly perturbed that they’d taken a cut through and ended up getting stuck and routed back toward the road they were already on – stuck in rush hour traffic.

I learned two things, one is that rush hour is not a good time to ride to a location for dinner or drinks unless you’re a confident and fast rider (then you’re just always ahead of the motorists anyway) and two, the bicycle infrastructure leaves cyclists in a position prone to aggressive motorists and motorists are in a position that they’ve put themselves in – in traffic stuck. So in the future, I’d love to see some diverters to keep those aggressive, confused, and perturbed commuting motorists out of the neighborhoods. In the end, it’ll help the motorists and everybody in the neighborhood.

 

Solution #2: Bikeways, Cycle-tracks (Euro style), and the like need expanded dramatically.

The west side is perfect and can easily take on cycle-tracks and bike ways. But so can downtown Portland and the inner east side (re: river to about 20th should be easy to implement). So far though we’ve fallen short of what we can accomplish. To insure that the greenways can appropriately feed the city and people can bike to and from safely, the greenways need connected by cycle tracks and bikeways. Without we will not be able to go much beyond what we have now. The 8 year olds to the 80 year olds won’t bike. Regardless of the stats, it is simply to scary on the roadways for the somewhat less confident riders.

To summarize, adding real cycle-tracks and bikeways to the major hubs we bike to, would enable the greenways to truly thrive. The planners know it, the stoned guy on the corner knows it, anybody that connects any kind of simple thoughts knows it! The question is, will we act on it as a city and get diverters put in place and get some real greenway connections into and out of the city core. The possibilities are numerous, the only action left is to implement.

Just Stats from November 9th – November 25th & Commute Notes

So far out of the last two weeks and three days, I’ve commuted to the Orchards office north of Vancouver, Washington for a total of 6 days. Two trips occurred before that, and were both entirely transit and Lyft. So here’s the stats so far.

Day 1
To: Yellow Line MAX / Ctran 4 Route / Lyft
From: Lyft / Yellow Line MAX

Day 2 (1st Day on the job) November 9th
To: Yellow Line MAX / Ctran 44 Route / Ctran 7 Route
From: Ctran 7 Route / Ctran 4 Route / Yellow Line MAX

Day 3 November 10th
To: Yellow Line MAX / Ctran 44 Route / Bike
From: Bike

Day 4 November 11th
To: Yellow Line MAX / Ctran 44 Route / Bike
From: Bike / Ctran 44 Route (Wrong Way) / Ctran 4 Route / Yellow Line MAX

Day 5 November 24th
To: Yellow Line MAX / Ctran 44 Route / Bike
From: Bike / Ctran 44 Route / Yellow Line MAX

Day 6 November 25th
To: Yellow Line MAX / Ctran 44 Route / Bike
From: Bike / Ctran 44 Route / Yellow Line MAX

Notes:

All of the Ctran drivers have been excellent. They’ve offered several cyclists the opportunity to come onto the bus when the front rack is full too. They wait for people running for the bus and overall don’t seem to sweat getting off schedule. Of course, there’s a good and very bad side to disregarding the schedule.

Speaking of schedules, departures from end points – as one would expect – are on time +-1 minute. Catching the 44 back to the MAX has a schedule that is entirely useless. Not a single time so far has it arrived at Westfield Mall even close to on time. Usually somewhere around 8-14 minutes late, or in one case the bus just didn’t show up entirely. Leaving the MAX Delta Park Station (the end point) for the 44 and 4, they almost always leave on time. The 4 however takes 20+ minutes longer then the 44, which makes it all but ridiculous for me to take it.

The MAX has actually been the most timely out of all the routes. Which is somewhat odd, because out of all the trips, the MAX has been late by 6+ minutes in the morning on 4 of my 6 trips so far. Fortunately the transfer from the MAX to the 44 is 8 minutes or so, thus the tardiness of 6 minutes means I only have to wait about 2 minutes before the 44 departs. If the transfer is botched, that means I’ll be waiting 30+ minutes for the next 44 or boarding a 4 and taking an additional 20+ minutes in my commute.

Another big plus, is my entire commute I get to work on things that relate to my job. Which means, in essence, my entire commute counts toward getting the job done – I’m very fortunate and have worked hard to put myself into a situation like this. If I were to drive it would mean I’d entirely lose the commute time and it would be wasted time. Instead I commute on the MAX and bus which gives me time to read, write code, work on documentation or other assorted things I need to get done. To put it simply, this commute actually works really well for me. I’m intrigued to learn more about it and see what comes of the changes when The Vine is put into place.