Importance of Trails in Planning for Electric-Assist Dockless Bikeshare and Scootershare

The following post draws on my last post and this 2018 post. As the Portland region prepares for Portland’s second pilot scooter program that starts on April 26th and Milwaukie’s first pilot scooter program that should start this spring, the most used and safest infrastructure for Clackamas County scooter riders likely will prohibit scooters. Since trails are fully separated from automobile traffic, I consider trails to be the safest infrastructure for scooter and bike riders. Unfortunately, many trails in the Portland region prohibit e-scooters and e-bikes. While Jonathan Maus at BikePortland learned that Portland does not enforce this prohibition, the prohibition still creates legal issues for e-scooter and e-bike riders. The following quotes summarize the issues.

“If the City is serious about accomplishing its goals, it needs to act soon to allow at least some level of e-bike and e-scooter access to these areas by non-disabled Portlanders.” – Chris Thomas, Portland lawyer at Thomas, Coon, Newton & Frost

“The Scooter Pilot and your question have had us looking closely at the code and the way people use (and would like to use) our public parks, while maintaining our focus on safety,” – Mark Ross, Public Information Officer at Portland Parks & Recreation

Source: BikePortland

As the below map shows, the region has many existing, planned and conceptual regional trails. While I am still researching the legal issue, I believe the only trail in the region that does not prohibit e-bikes and e-scooters is the Banks-Vernonia Trail, which is not located in Clackamas County. The State Parks Commission amended their rules in 2018 to legally allow e-bikes and scooters on paths and trails managed by the Oregon Parks and Recreation Department (OPRD). According to OPRD’s website, the only trail in the region managed by OPRD is the Banks-Vernonia Trail. While the 40-Mile Loop Trail is listed on this website, I believe local jurisdictions like Portland manage it. Since many jurisdictions manage trails in the region, I hope OPRD and Metro educate all the local jurisdictions about the legal issue. I doubt e-bike and e-scooter users are aware of the legal issue, so we need to have regional legal consistency.

Do riders use trails more than bike lanes in Clackamas County?

Since I live and work in Clackamas County, which is located south of Portland, I focused on what infrastructure Clackamas County scooter and bike riders likely will use to travel. The region’s first scooter pilot program was legally limited to Portland and Portland did not release a map showing scooter rides south of Portland, so I do not have scooter data in Clackamas County yet. Scooter riders typically use the same infrastructure as cyclists, so I analyzed where cyclists currently ride in Clackamas County (left map). While bike lanes exist in Clackamas County, cyclists mostly use trails. In case you are not familiar with the trails, the trail system (right map) shows the same area as the left map. Since I believe all of the regional trails within these maps prohibit e-scooters and e-bikes, how will the jurisdictions that manage these trails approach enforcing their prohibitions? Will they change their policies to allow e-scooters and e-bikes?

Clackamas County Ride Report

Bike trips are mostly along trails. Source: Ride Report

Clackamas County Trails

Solid green lines are existing trails. Source: Metro

 

 

 

 

 

 

 

 

 

Legal Issues in Washington, DC Region

The legal issues are not limited to the Portland region. Since I lived and worked on transportation issues in the DC region last year, I have been following the legal issues in the DC region. NOVA Parks, which owns and operates many trails in Northern Virginia, unanimously amended their rules in March 2019 to allow e-bikes on trails such as the popular Washington and Old Dominion (W&OD) Trail. Across the Potomac River in Maryland, the Montgomery County Planning Board is considering whether to allow e-bikes and e-scooters on county trails. Dockless e-bikeshare and e-scootershare and Capital Bikeshare Plus (e-bikes) already exist in Montgomery County, but people have been riding on county trails even though it is not legal. The DC region has many more jurisdictions, so the legal issues are not resolved yet. Are you seeing similar legal issues where you live?

 

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Regional Planning for Electric-Assist Dockless Bikeshare and Scootershare

Since I believe most of the focus throughout the US to plan for electric-assist dockless bikeshare and scootershare has been on the largest cities, I feel the need to push for more regional planning. My employer, which is Clackamas Community College (CCC), has three campuses that are located in three suburban cities within the Portland region. While I am still surprised to be living car-free and working in America’s suburbia, this experience has provided me with a unique perspective on why regional transportation planning is crucial.

As the below map shows, Portland received responses from throughout the region to its 2018 e-scooter pilot user survey. Even though Portland’s e-scooter pilot was legally limited to Portland, I saw e-scooters as far south as Oregon City. I am not sure whether the companies or their customers were fined for parking scooters outside of Portland. While CCC and jurisdictions within Clackamas County are nervous about allowing e-scooters and e-bikes, is it feasible to ban e-scooters and e-bikes in Clackamas County when people will likely keep riding them south from Portland?

Portland Region Escooter Users Home Zip Code

Source: City of Portland’s February 1, 2019, E-Scooter Users Presentation at Portland State University https://www.slideshare.net/otrec/slideshelf

Through serving on the City of Oregon City’s Transportation Advisory Committee and Clackamas County’s Pedestrian/Bikeway Advisory Committee and talking with residents, I have learned that many Clackamas County residents are resistant to Portland-style transportation thinking and do not want anything to be planned. They believe planning will bring change to their desired small town and country lifestyles, so they have asked me and government staff to stop all planning efforts. Even though I tell residents that e-bikeshare and e-scootershare could reduce traffic congestion and demand for auto parking, which are their concerns, they keep telling me that they only want to widen roads and build more auto parking so they can get places faster by driving. They do not believe me when I tell them that e-bikeshare and e-scootershare have been proven in other places to reduce auto trips and increase non-auto trips.

Portland Scooter Traffic Congestion

Results from Portland’s 2018 E-Scooter Findings Report. Source: City of Portland.

I realize the residents that want to drive likely will not use e-bikeshare and e-scootershare. However, it has been challenging to convince them that other residents like me want to use these shared mobility services. People who want to keep driving will benefit from this because they likely will see reduced traffic congestion and demand for auto parking. As the below map shows, few people currently bike in Clackamas County, which is located south of Portland. This is a major reason why it is hard to convince auto-dependent residents that enough people will use shared mobility services in Clackamas County. I would like to show a similar map for scooter trips, but Portland only released scooter data for trips in Portland.

Ride Report Bike Stress Map Clackamas County

Source: Ride Report https://ride.report/portland

I experienced a similar public backlash when my employer, which was MetroBike, was hired by Montgomery County, MD to expand Capital Bikeshare into suburban areas. Since Capital Bikeshare uses stations and bikes cannot be locked within being docked at a station, Montgomery County could have asked MetroBike to stop the expansion. While some dockless bikeshare and scootershare companies have tried to encourage their customers to park in designated areas, the bikes and scooters are not required to be parked in these areas. This is the main reason why I believe dockless bikeshare and scootershare are coming to Clackamas County whether or not the residents want it. Even if Clackamas County requires the companies to remove their bikes and scooters, bikes and scooters will likely keep coming to Clackamas County until Portland forces the companies to leave the region.

As a planner and someone who wants more transportation choices, I want to be prepared for bikeshare and scootershare. While the public may believe it is not possible to plan for this, I believe it is possible as long as my partners are willing to keep working with me to create and implement a plan. Even though bikeshare and scootershare are quickly evolving, I have found this resource to be useful in my planning effort.

I have only been back in Oregon for eight months, but I am excited to share that I have quickly become a leader in the planning process to prepare the Portland region for bikeshare and scootershare. Since I want to make sure the planning process includes an equity lens and integrates smoothly with other transit services, my partners include TriMet (Portland region’s transit), Metro (Portland region’s MPO), several non-profit equity community groups, and several cities and counties. While Portland has been working with Ride Report to analyze its data, my suburban partners have been evaluating whether and how to include private companies in our planning process.

Portland plans to award permits and launch E-Scooter Pilot 2.0 for a year early this spring and expand Biketown (bikeshare) to include e-bikes this fall when it renews its contract with Motivate, which is owned by Lyft. Since Uber owns JUMP, which provides the bikes for Biketown, it should be interesting to see how Uber and Lyft work together run Biketown. I have never seen two competing companies run the same business together!

Portland Scooter

Next Steps from Portland’s 2018 E-Scooter Findings Report. Source: City of Portland.

Ray’s Redesign to Create Bike Connection

Kannapolis has been talking about the proposed widening of Mooresville Road, which includes wider outside travel lanes for cyclists, and proposed road diet and buffered bike lanes on Loop Road for several months. However, very few people have been talking about the missing bike connection between these two projects. I hope this blog post will provide Kannapolis and NCDOT with a potential redesign to safely and conveniently connect both projects. Before I discuss my redesign, I want to make sure everyone knows where the missing bike connection is located in Kannapolis. I also want to provide a short overview of who owns Loop Road and Mooresville Road because I feel this has impacted both projects.

Where is the missing bike connection?

In order to show the location of the missing bike connection, I first need to show how the missing bike connection is connected to the Loop Road and Mooresville Road projects. The below map shows both projects. Starting from the left side of the map, the Mooresville Road project begins at Kannapolis Parkway and concludes at Dale Earnhardt Blvd, which is located where the red highlight is. The Loop Road project begins at West C Street, which is where the white dot is located above the orange highlight, and concludes at Main Street, which is where the pointer is located at 100 Loop Road. The missing bike connection, which can more easily be seen in the next map, is located between the Mooresville Road project and Loop Road project.

Where are the Mooresville Road and Loop Road projects located?

Where are the Mooresville Road and Loop Road projects located?

The below map shows where the proposed project on Loop Road ends at West C Street/South Walnut Street, which is where Loop Road changes names to Dale Earnhardt Blvd. The below map also shows where the proposed project on Mooresville Road ends at Dale Earnhardt Blvd, which is just before Mooresville Road changes names to Watson Crick Drive. The missing bike connection, which is highlighted in blue, is located on Dale Earnhardt Blvd between West C Street/South Walnut Street and Mooresville Road/Watson Crick Drive.

Loop Road to Mooresville Road Bike Connection

Loop Road to Mooresville Road Bike Connection

With the location in mind, below are the Mooresville Road and Loop Road project maps to provide proof that the missing bike connection is real. Since the Mooresville Road project maps are PDFs, I can’t show the maps so I have provided the links to the maps below. As NCDOT’s notice shows, there is a public hearing about the Mooresville Road widening project on Wednesday, July 9 from 4-6:30pm at the Cabarrus Health Alliance Building, which is located at 300 Mooresville Road in Kannapolis. I will be in Silver Spring, MD so cannot attend, but I encourage anyone interested in this project to attend.

Mooresville Road Widening Project from Kannapolis Parkway to Bethpage Road

Mooresville Road Widening Project from Bethpage Road to Dale Earnhardt Blvd

Below are the Loop Road project maps as of February 11, 2014. Since public hearings are still occurring for both projects, all the project maps are subject to change. Do you see the missing bike connection between the Mooresville Road project and the Loop Road project?

Loop Road Buffered Bike Lanes  from Biotechnology Lane to West C Street

Loop Road Buffered Bike Lanes from West C St/S Walnut St to Biotechnology Ln

Loop Road Buffered Bike Lanes from Biotechnology Lane to Main Street

Loop Road Buffered Bike Lanes from Biotechnology Ln to Main St

Kannapolis Owned vs. NCDOT Owned

The sections along Loop Road where the proposed road diet and buffered bike lanes could be installed may be transferred from NCDOT owned to City of Kannapolis owned. The sections along Mooresville Road where the proposed wider outside travel lanes for cyclists could be installed are currently NCDOT owned. Since both projects are not along sections of road that are city owned, I feel it is creating a difficult situation to make sure there is a safe and convenient bike connection between the two projects.

As of the resolution that was approved by Kannapolis City Council on Monday, June 23, Kannapolis is requesting NCDOT to abandon sections of Loop Road and Dale Earnhardt Blvd from State maintenance. This includes the entire project area for the road diet and buffered bike lanes on Loop Road and the missing bike connection on Dale Earnhardt Blvd. If NCDOT accepts the Kannapolis City Council’s request, these sections will be added to the City of Kannapolis’ Street System for maintenance. However, from what I have observed on the project maps, it doesn’t appear that this means the road diet and buffered bike lanes on Loop Road will be extended beyond the intersection of Loop Road and West C Street/South Walnut Street to the intersection of Dale Earnhardt Blvd (Loop Road changes names) and Mooresville Road/Watson Crick Drive. Since the Loop Road project will still end at West C Street/South Walnut Street, the missing bike connection will still exist.

After speaking with individuals involved in the Loop Road project, I discovered they have an alternative plan to create the bike connection between both projects. Instead of extending the road diet and buffered bike lanes to the intersection of Mooresville Road/Watson Crick Drive,  they want to end the road diet and buffered bike lanes at West C Street/South Walnut Street and route cyclists onto a multi-use path. They want to create this multi-use path through widening the sidewalk shown in the below photo. As one can see, there is a power line adjacent to the sidewalk. It probably is expensive to relocate the power line so the sidewalk can be widened for the creation of the multi-use path.

Power line may prevent widening of sidewalk for multi-use path

The Mooresville Road project, which is owned by the NCDOT, introduces another issue. Since the City of Kannapolis doesn’t own the sections of Mooresville Road where the proposed project is located, I feel it has less control over the proposed wider outside travel lanes for cyclists on Mooresville Road than it would have if these sections were owned by the city. One example of this can be seen in how the Mooresville Road project ends at Dale Earnhardt Blvd, which is just before Mooresville Road changes names to Watson Crick Drive. Since it would make the missing bike connection from the Loop Road project safer and more convenient, I would like NCDOT to extend the Mooresville Road project from Dale Earnhardt Blvd to Laureate Way.

Watson Crick Drive between Dale Earnhardt Blvd and Laureate Way

Watson Crick Drive between Dale Earnhardt Blvd and Laureate Way

Ray’s Redesign to Create Bike Connection

With the location and ownership details discussed for both projects, I will begin to discuss my proposed alternative route to create a safe and convenient bike connection between the Loop Road project and Mooresville Road project. This redesign assumes the City of Kannapolis and NCDOT cannot connect the two projects using the travel lanes on Dale Earnhardt Blvd.

Since I don’t yet (Portland State University has classes that teach photoshop) have photoshopping skills, imagine what the intersection of Loop Road/Dale Earnhardt Blvd and West C Street/South Walnut Street, which is shown below, would look like with a two-stage left turn box with bike detection. While I would prefer four two-stage left turn boxes be installed at this intersection because there are four possible locations to turn left, two boxes are needed to complete the alternative route that I am designing. One of these boxes needs to be installed for cyclists turning left from Loop Road onto South Walnut Street and the other box needs to be installed for cyclists turning left from South Walnut Street onto Dale Earnhardt Blvd. This redesign, along with the rest of my redesign, should encourage “interested but concerned” cyclists to bike between where the buffered bike lanes end on Loop Road and the wider outside travel lanes for cyclists start on Mooresville Road.

Inspiration for the words “Put a two-stage left turn box with bike detention on it!” in the caption for the below photo came from Complete Blocks. Complete Blocks is a cool project co-founded by Aleksandra Borisenko and Keihly Moore, who graduated from UNC Charlotte and now work for the Lawrence Group. Check out their website to see all the amazing complete block redesigns!

Put a two-stage left turn box on it!

Put a two-stage left turn box with bike detention on it!

The below photo shows two-stage left turn boxes in Portland, OR. A similarly designed two-stage left turn box could be installed in Kannapolis.

Two-stage left turn box in Portland, OR

Two-stage left turn box in Portland, OR

Since most people in Kannapolis probably don’t know how to use a two-stage left turn box, Kannapolis would need to install the below sign to educate people, especially motorists and cyclists, on how to use the two-stage left turn box.

Sign on how to use two-stage left turn box in Portland, OR

Sign on how to use two-stage left turn box in Portland, OR

After turning left onto South Walnut Street, cyclists could bike on Rite Aid’s private road, which is located behind Rite Aid and connects to South Juniper Street. Several cyclists from the Central Carolina Cycling Club told me they already use this route so the City of Kannapolis could work with Rite Aid to make this a public-private sponsored bike route by installing multiple sharrows and Bikes May Use Full Lane signs. These sharrows and Bikes May Use Full Lane signs would direct cyclists where they need to be on the road and inform both cyclists and motorists where to expect cyclists to be biking. Since few automobiles use this route, which I know because I took several photos while standing in the middle of the road, and the automobiles that do use the route are traveling so slow, this route would provide a safe alternative to biking on Dale Earnhardt Blvd.

Put sharrows on it!

Put sharrows and Bikes May Use Full Lane signs on it!

Here is an example of what a sharrow is and what the Bikes May Use Full Lane sign looks like. Notice how the sharrow is properly installed outside the door zone. I see too may sharrows installed in the door zone so it is nice to see a properly installed sharrow.

Sharrow with Bikes May Use Full Lane Sign

Sharrow with Bikes May Use Full Lane Sign

After biking on Rite Aid’s private road, cyclists would turn right onto South Juniper Street then turn left onto Southern Select Community Credit Union’s parking lot. Sharrows and Bikes May Use Full Lane signs can continue to be used. Additional wayfinding may be needed if the sharrows don’t provide enough direction for cyclists to know where to turn.

Leaving Rite Aid and turning right onto Juniper Street

Leaving Rite Aid and turning right onto Juniper Street

Turning left into Southern Select Community Credit Union's parking lot

Turning left into Southern Select Community Credit Union’s parking lot

The alternative route concludes on the other side of Southern Select Community Credit Union’s parking lot, which connects to Watson Crick Drive. Watson Crick Drive changes names to Mooresville Road beyond the below intersection so the alternative route is complete. I am hopeful that the City of Kannapolis and NCDOT can work together to make sure the proposed wider outside travel lanes for cyclists on Mooresville Road will be extended to where Watson Crick Drive intersects Laureate Way.

2014-06-24 19.31.11

Turning right onto Watson Crick Drive, which changes names to Mooresville Road at the intersection

My proposed alternative route, along with suggested redesigns, should encourage “interested but concerned” cyclists to bike between where the buffered bike lanes end on Loop Road and the wider outside travel lanes for cyclists start on Mooresville Road. Whether or not my proposed alternative route is considered by the City of Kannapolis or NCDOT, I am hopeful that the City of Kannapolis and NCDOT can work together to make sure there is a safe and convenient bike connection between the Loop Road project and the Mooresville Road project. How feasible do you think my plan is? Are there areas I can improve my plan?

Since I will be moving from Kannapolis, NC to Silver Spring, MD on Sunday for a transportation planning internship with Toole Design Group, my next post will discuss my expectations for living car-free in the Washington, DC region. Since I have been dependent on an automobile for nearly every trip in Kannapolis and this is my first time moving outside the Charlotte region, I am confident that I will experience challenges. However, I also expect to experience many benefits from living car-free in the Washington, DC region.

Doris Day Parking in Kannapolis

What is Doris Day Parking? Start watching this clip at 0:59 to understand what Doris Day Parking is. Almost all, if not all, buildings in Kannapolis have Doris Day automobile parking. Before I start discussing the automobile and bicycle parking situations on the North Carolina Research Campus (NCRC), I need to mention that the NCRC is not fully built out yet. However, I feel this is not an excuse for the oversupply of automobile parking on the NCRC. Since there are many Transportation Demand Management (TDM) strategies that the City of Kannapolis and NCRC can pursue instead of adding more automobile parking, I believe there is already too much automobile parking for the fully built out NCRC. While there are TDM strategies being pursued, I believe the strategies aren’t strong enough. This is evident in how there is an oversupply of automobile parking, especially Doris Day automobile parking. Doris Day automobile parking continues to be built for every single building while only a few bike racks are being built. This is only one example of how weak the TDM strategies are in Kannapolis. My goal with writing this post is to discuss the extreme contrast between the oversupply of Doris Day automobile parking and undersupply of safe and convenient bicycle parking at UNC Chapel Hill’s Building on the NCRC.

I want to fully disclose that I graduated from UNC Charlotte, which competes with UNC Chapel Hill. The reason for writing this post does not involve this competition so please remember this as you read and comment on this post. As the below photo shows, the motorist was able to park only a few feet from the entrance to the building. Since Kannapolis provides so much Doris Day automobile parking, it encourages driving an automobile for every trip.

Doris Day Parking at the UNC Chapel Hill Building on the North Carolina Research Campus

Doris Day automobile parking at the UNC Chapel Hill Building on the North Carolina Research Campus

Here is a closer view of the surface parking area. This is Doris Day Parking because the stairs to the building entrance, which can be seen on the right side of the photo, are only a few feet from the parking spaces so motorists only have to walk a few feet to enter the building. In case you are wondering, it is free to park here. Before the next photo is shown, notice the six story parking deck in the background.

Dorris Day Parking at the UNC Chapel Hill Building on the North Carolina Research Campus

Dorris Day Parking at the UNC Chapel Hill Building on the North Carolina Research Campus

Even though there are six stories, only the bottom two floors were partially used when I took the below photo around noon on a work day. Considering the fact that the NCRC isn’t fully built out yet, do you see the potential for all six floors being full someday?

I would prefer the NCRC pursue a different route. This route could reduce the likelihood of all six floors being used and prevent having the need to build another parking deck or surface lot on the NCRC. In order to achieve this route, the NCRC and City of Kannapolis would have to implement TDM strategies that encourage use of sustainable modes of transportation instead of encouraging the use of the automobile for every trip. Given the fact that Kannapolis is very dependent on the automobile, do you see the potential for Kannapolis to implement strong enough TDM strategies that would encourage enough people to shift from driving their automobile to using a sustainable mode of transportation?

6 story parking deck on the North Carolina Research Campus

6 story parking deck on the North Carolina Research Campus

Not only do motorists have a six story parking deck that is barely used, they also have wayfinding signage to direct them to the parking deck. While this wayfinding signage helps to reduce vehicle miles traveled (VMT) because motorists can more quickly find where to park, there is no wayfinding signage to help bicyclists find where to park their bike.

Wayfinding signage to direct motorist to the parking deck

Wayfinding signage to direct motorists to the parking deck

Since I was determined to find where I was supposed to park my bicycle, which I struggled to park illegally to the sign below, I walked around the entire building. I struggled to park my bicycle because I had to lift it high enough for my U-lock to fit around the sign. While holding my bicycle high enough, I also had to maneuver the U-lock through the front wheel and frame. It took me at least a minute to lock my bicycle!

Location where I parked my bicycle

Location where I parked my bicycle

To my amazement, there was actually some bicycle parking located on the right side of the building and more located on the rear of the building. However, none of the bicycle parking was Dorris Day Parking like it was for automobile parking. I find it ironic that the UNC Chapel Hill Nutrition Research Institute, which is located inside this building, is researching how to “prevent or treat diseases like obesity, diabetes and cancer.” One simple and inexpensive way to work towards this goal is to install Dorris Day bicycle parking so people can feel encouraged to bike to the building instead of drive an automobile.

Bicycle parking at the UNC Chapel Hill Building on the North Carolina Research Campus

Bicycle parking at the UNC Chapel Hill Building on the North Carolina Research Campus

To make matters worse, the bicycle parking that has been provided is the same poorly designed and installed bicycle parking that was installed at Rowan-Cabarrus Community College’s NCRC Building. Even though UNC Chapel Hill and/or the NCRC probably received Leadership in Energy and Environmental Design (LEED) points for installing wheel bender bike racks, I cannot safely use the poorly designed wheel bender bike racks. As the below photo shows, the wheel bender bike rack is poorly designed because the person who owns the bike cannot lock the bike rack with the front wheel and frame using a U-lock. Instead, the person is forced to use a wire lock, which can easily be cut.

Unfortunately, the issue goes beyond the infrastructure that is installed. Education is also needed to educate cyclists on how to properly lock their bike. This issue can be seen in how the wire lock in the below photo was only locked to the frame and not to the frame and front wheel. Since the front wheel is quick release, the front wheel can easily be stolen so a U-lock needs to be used to lock the front wheel and frame to the bike rack. The wheel bender bike racks cannot reach the frame so a safer type of bike rack is needed.

Wire lock is only locked to the frame so front wheel, which is quick release, can be stolen

Wire lock is only locked to the frame so front wheel, which is quick release, can be stolen

In addition, the wheel bender bike racks are poorly installed because the side entrance door to the building is locked so visitors have to walk around to the front of the building to enter. The poorly designed and installed bicycle parking does not promote bicycle use to the building. Since there isn’t correctly designed and installed bicycle parking, I am forced to risk getting a ticket for parking my bicycle illegally. I value the safety of my bike more than using an inferior product. Will UNC Chapel Hill or the NCRC install safe bike racks to replace the wheel bender bike racks?

Inconveniently located and poorly designed bicycle parking

Inconveniently located and poorly designed bicycle parking

The below photo shows one potential location for inverted U bike racks to be installed. I chose this location because it provides cyclists with convenient access to the front door, which is open for visitors. Through providing people with convenient bike parking, it encourages them to bike to the building instead of drive an automobile.

Location for Inverted U bike racks

Location for Inverted U Bike Racks (Photoshop: Keihly Moore/Lawrence Group)

One way to encourage people to bike to the building even more is to provide covered bike racks so bikes aren’t exposed to the elements.

Location for Covered Inverted U Bike Racks (Photoshop: Keihly Moore/Lawrence Group)

Location for Covered Inverted U Bike Racks (Photoshop: Keihly Moore/Lawrence Group)

I have discussed the extreme contrast between the oversupply of Doris Day automobile parking and undersupply of safe and convenient bicycle parking. Since I move to Silver Spring, MD on June 29, I only have time to write two more blog posts before I leave. My next post should be about my proposed redesign of a difficult bicycle connection between where the proposed buffered bike lanes on Loop Road end and the proposed bike lanes on Mooresville Road end. Following this post, I plan to discuss my expectations of living car-free in Silver Spring, MD and the Washington, DC region. After I arrive in Silver Spring, MD, I plan to discuss whether or not my expectations came true and what challenges and benefits I am experiencing from living car-free in Silver Spring, MD and the Washington, DC region.

Where Can I Safely Park My Bicycle in Kannapolis?!

Where can I safely park my bicycle in Kannapolis?! I wish the answer was as simple as to a bike rack! Unfortunately, as I find out on a nearly daily basis because I bike in Kannapolis nearly every day, there are very few bike racks in Kannapolis. From what I have observed, I believe these few bike racks, which have all been poorly designed, are almost all located on the North Carolina Research Campus (NCRC), which is located in downtown Kannapolis. While I haven’t biked every street in Kannapolis, there are very few other locations in Kannapolis that have installed bike racks. When I have found other bike racks, almost all of them have been poorly designed. Feel free to share with me additional bike parking locations in Kannapolis so I can photograph and discuss them for a future post.

Even though there is an extreme shortage of bike parking, especially bike parking that is designed correctly, there is extremely too much automobile parking! While I will provide a short overview of automobile and bike parking in this post and the other posts included in the series, I plan to devote additional blog series to automobile parking and bike parking at a later date. This later date will most likely be after I leave Kannapolis.

After I finished writing about just one issue I experienced while biking today, I was already up to over 1,200 words. I’m not sure how many words is too long for a blog post. Can anyone experienced with blogging inform me what the accepted maximum word limit is for blog posts? I assume people don’t want to read more than 1,000 words in a single blog post so I will split the issues into several blog posts. I also need to prioritize my statistics and microeconomics homework above blogging so this gives me another reason to split the issues into several blog posts. This post will be devoted to discussing my experience today with bike parking at Rowan-Cabarrus Community College (RCCC)’s NCRC Building. The rest of the blog series will discuss bike parking at UNC Chapel Hill’s NCRC Building and the sharp contrast between the available automobile parking and bike parking on the NCRC.

Without further ado, I will begin to discuss the issues I experienced today at RCCC’s NCRC Building. Since my dad starts work at 8am Monday-Friday and my statistics course starts at 8am Monday-Friday, we truckpool most days. It is nice that his office is located one mile east of the NCRC so dropping me off is on his way to work. On the days that we truckpool, I leave my bike in the back end of his truck and usually meet him for lunch after class to pick up my bike so I can bike throughout Kannapolis to do my errands. We decided to change this plan today, which resulted in the issues that are being described in this post. Instead of keeping my bike in the back end of his truck, I removed it and locked it to the handicapped sign shown below.

Location where I parked my bicycle at Rowan-Cabarrus Community College's NCRC Building

Location where I parked my bicycle at Rowan-Cabarrus Community College’s NCRC Building

I realize this is not the correct location to park my bike. However, the correct location (not correct design) is shown below. Notice how no bikes are parked here. Either cyclists are parking somewhere else, which is highly unlikely because, according to the US Census Bureau’s 2012 American Community Survey, 0% of workers 16 years or older commute to work by bicycle in Kannapolis, or I am the only cyclist trying to find a safe location to park my bike. This may explain why no one has asked for the safety issue to be resolved.

Even though RCCC and/or the NCRC probably received Leadership in Energy and Environmental Design (LEED) points for installing wheel bender bike racks at this building, I cannot safely use the three installed wheel bender bike racks. The wheel bender bike rack design is unsafe because I cannot lock the bike rack with the front wheel and frame of my bike using my U-lock. Even though a wire lock would lock my front wheel and frame, I will not use a wire lock. This is because wire locks have been proven to be cut easier than U-locks. I value the safety of my bike more than using an inferior product. Will RCCC or the NCRC install safe bike racks to replace the wheel bender bike racks?

Bicycle parking at Rowan-Cabarrus Community College's NCRC Building

Bicycle parking at Rowan-Cabarrus Community College’s NCRC Building

Before RCCC or the NCRC installs new bike racks, they need to know one of the many safe bike rack designs that exists. As the below photo shows, an inverted U bike rack is a safe bike rack design because cyclists can lock their lock to their bike’s front wheel and frame. As added security, the inverted U bike rack allows for the rear wheel to be locked to the bike rack. I plan to email this blog post to the City of Kannapolis to find out if they can replace the wheel bender bike racks. I will update you on what they say.

Inverted U racks are one type of correctly designed bike racks

Inverted U racks are one type of correctly designed bike racks

You may have seen a note taped to my bike in the first photo. The below photo shows what the note says. In case the photo does not show, the note says, “Bicycles are to be placed in the bike rack at the end of the Parking Lot. Please refrain from using Handicap Parking Signs. NCRC/RCCC Security.” When I asked security about my safety concern with using the bike parking they directed me to, they said the president of RCCC didn’t like the appearance of having a bike parked there so wanted it removed. After I informed security that I couldn’t safely lock my bike to the bike parking they directed me to and needed them to direct me to a safe and convenient location to lock my bike, security kept responding that I had no choice but to lock my bike to the provided bike parking. I wasn’t willing to take this answer, especially since motorists have safe and convenient parking locations, so I kept pushing. They informed me that if I continued to lock my bike to the handicapped sign, someone would give me a ticket. After explaining the safety issue again, they informed me they would try to remember not to give me a ticket and suggested I come to them (hopefully the same security officer will be on duty) if I receive a ticket. Even though I still have concerns with their answers, I didn’t want to risk getting arrested for arguing with a security officer. Why do cyclists have to deal with this much difficulty to just have a safe and convenient location to lock their bike?!

NCRC/RCCC Security placed this note on my bicycle

NCRC/RCCC Security placed this note on my bicycle

As my next blog post will discuss in more detail, this dangerous bike parking design is not limited to RCCC’s NCRC Building. Since it is easy to bike between RCCC’s NCRC Building and UNC Chapel Hill’s NCRC Building, I often bike over to the Lettuce Eat Cafe, which is located inside UNC Chapel Hill’s NCRC Building. My next blog post will discuss the bike parking and possibly automobile parking (if I don’t go over 1,000 words again) issues I experienced at UNC Chapel Hill’s NCRC Building.