Planning for People Over Cars in Downtown Oregon City

Since I am the Transportation Advisory Committee’s representative on the Downtown Oregon City Transportation Demand Management (TDM) Implementation Working Group, the City of Oregon City invited me to join this group on a tour of the Willamette Falls Legacy Project and Downtown Oregon City. In case you are unfamiliar with the Willamette Falls Legacy Project, I recommend watching the below video.

Even though the working group knows we need to prioritize people over cars because there will not be enough space to park all the cars on the Willamette Falls Legacy Project site, I found it interesting that the first thing the tour guide showed us was where cars would be parked on the future site. The tour guide even shared a specific location for the interim on-site surface parking lot and an estimate on the number of cars that could be parked in this lot.

While I assumed the tour guide was referring to parked cars because most people in Oregon City drive, he only said “parking” so I asked the tour guide to clarify what type of parking and whether there would be parking for bikes. My assumption was correct that he was only referring to car parking when he said “parking”. Thankfully, he said there would also be parking for bikes because the City requires bike parking. However, he was unable to provide a specific location for bike parking and how many bikes could be parked.

According to the below diagram, car “parking supply at full build-out of the site is estimated at 1,150 spaces off-street, and 85 spaces on-street.” Even though the City requires bike parking, I could not find any diagram for bike parking. This shows me that the project vision prioritizes car parking. On a positive note, minimum car parking space requirements may be reduced by up to 50% because the site is part of the downtown parking district.

In addition to being excited to hear about the potential for a 50% reduction of car parking, I was excited to hear that City staff are considering whether to remove mandatory car parking minimums in the downtown parking district. While I am sure there will be internal and public resistance, City staff want to give developers the flexibility to decide whether or not to include car parking in their projects. City staff said the mandatory car parking minimums have prevented many downtown developments from being built because the projects could not pencil out. As the below map shows, there is an international movement to remove car parking minimums.

While I was not satisfied with the tour guide’s answers, I was told that we would discuss bike parking more at a later point in the planning process. Even though I am used to bike parking being an afterthought in Oregon City, I was still frustrated that I had to ask for “parking” to be clarified and request that bike parking be discussed. Do Dutch and Danish planners have to ask for this clarification or do their tour guides automatically specify which type of parking?

As you know, I will be presenting on a panel at the Association of Pedestrian and Bicycle Professionals (APBP) Conference in Portland on August 26 from 1:45-3:15pm (here is the agenda for August 26). Several Dutch and Danish planners that I have communicated with will be at this international conference, so I plan to ask them the above parking question.

Ray’s Behavior Change from 2009-2019

While I now get frustrated about having to clarify “parking” and request that bike parking be discussed, this shows how much I have changed over the past ten years. As I wrote about in this 2014 post and the below 2009 article shows, I used to advocate for cars by supporting the widening of North Carolina Highway 3 in Kannapolis. I said the below statement during my senior year at Northwest Cabarrus High School and just a semester before I started at UNC Charlotte. I was actually one of the few residents that supported the widening project. As this article shows, most people opposed the project because they wanted to maintain the rural character along this section of Highway 3. They felt widening Highway 3 would bring too much dense development and traffic congestion. Since I tell people that I was raised in a suburban area, it feels weird to see the articles described my home as being in a rural area.

Not everyone was opposed to the idea of a wider N.C. 3. Ray Atkinson lives about a mile off of the highway.
“I think it’s good to plan for growth,” Atkinson said. The N.C. Research Campus in Kannapolis would benefit from the proposed improvements, he added.

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Kannapolis Citizen article from January 28, 2009

Translating My Kannapolis Experience to Oregon City

Even though most people on the Willamette Falls Legacy Project and Downtown Oregon City tour saw me as the bike advocate, I am curious how much their perception of and interaction with me would have changed if I shared my Kannapolis experience. In addition to advocating for cars in Kannapolis, I experienced the closure of Cannon Mills (aka Pillowtex) in 2003. I have followed the redevelopment of this closed mill site into the North Carolina Research Campus. The redevelopment has also included areas beyond the closed mill site in Downtown Kannapolis. This redevelopment had such a large impact on me that I studied it for my high school senior exit project in Fall 2008. The Willamette Falls Legacy Project and redevelopment of Downtown Oregon City reminds me of my work in Downtown Kannapolis.

High School Senior Project

Mrs. Andersen, who was my high school teacher and advisor for my senior exit project, and I looking at a 1950s map of Kannapolis, NC in Fall 2008.

Translating My Tigard Experience to Oregon City

I also see similarities between my work in Tigard and Oregon City. As this 2016 post shows, my PSU planning workshop team consulted for the City of Tigard and worked with State of Place to conduct a walkability study in the Tigard Triangle and Downtown Tigard. The Downtown Oregon City TDM Implementation Working Group plans to work with City staff to conduct a walkability and bikeability study in Downtown Oregon City. I plan to write a future blog post about this study after it launches.

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Car-Free Vacationing

While I recently returned from a ten-day family vacation, I already feel the need for another vacation because my family vacation was stressful. Exploring Philadelphia was fun but being stuck in my parents’ van for seven days and dealing with my parents’ unwillingness to effectively communicate with their in-laws was not relaxing. It felt awkward to tell my boss and others that I did not have a relaxing vacation because most people assume you return from vacation rejuvenated. The main reason I was willing to give up a relaxing vacation is that both of my grandmas are in their 90s. I am not sure how many more times I will get to share experiences with them.

Thankfully, I still have opportunities to have relaxing vacations. A cool benefit of working at Clackamas Community College is three-day weekends during the summer term, which is from the last week of June through Labor Day. In addition to getting every Friday off during summer term, I only have to work 36 hours Monday-Thursday to get paid for working 40 hours. Since not everyone gets Friday off, I have missed off-campus meetings that are scheduled on Friday. The meeting organizers update me after the meeting so I stay informed.

I found writing this post interesting because I started writing it in 2015. I have 46 draft posts that I have not published. The Willamette Week link I inserted in the 2015 draft no longer sends people to an article about taking the bus to hike in the Portland region. The below photo is from the 2015 article.

Map showing it is possible to hike by using transit

Map showing it is possible to hike by using transit

As the below map shows, transit services to the Columbia River Gorge have greatly improved in the past four years. The Columbia Gorge Car-Free website helps me plan my weekend vacations without using a car. While I visited The Dalles for a Transportation Options Group of Oregon meeting, I was not able to stay in The Dalles long enough to really explore.

Gorge Transit

Map of transit services in the Columbia River Gorge. Source: Gorge TransLink

Since I want to do more than hike in the Columbia River Gorge, I am excited to see that the Historic Columbia River Highway State Trail is almost completed! I will be able to take transit from Portland to the Columbia River Gorge to hike and bike. The below videos explain the history of the 100-year-old Historic Columbia River Highway, what is being done to convert it to a trail, and how the local communities feel this new trail will impact their communities.

Historic Columbia River Highway State Trail

Historic Columbia River Highway State Trail. Source: ODOT

I am also excited about the Salmonberry Trail, which will someday allow me to bike from the Portland region to the Oregon Coast.

I also enjoy traveling beyond Oregon. I can use Amtrak, Greyhound or BoltBus take car-free weekend vacations to places like Seattle, Vancouver (BC), and California. I will be presenting on a panel at the Association of Commuter Transportation (ACT) Transportation Demand Management (TDM) Forum in Seattle on November 12-13. This provides me a great opportunity to explore Seattle and Vancouver during the weekend before my presentation. November will be a busy month for me because I will also be taking the American Institute of Certified Planners (AICP) Exam.

ACT-2019-TDM-Forum-SEATTLE

Source: Association of Commuter Transportation

Since my 29th birthday is in September and my work projects should be less busy in September because there will be no CCC Xpress Shuttle service most of September, I am thinking about taking a long vacation in September. The PSU Alumni Association’s Young Alumni Travel Program has a nine-day Costa Rica Unplugged tour in September that includes exclusive discounts of up to 15% off per trip! The trip is limited to 18-35-year-olds. I prefer to avoid tourist traps so I enjoyed reading how this trip has “Local Guides who make tourist traps a thing of the past.” The tour starts on a Saturday and ends on a Sunday, so I thought I would only need to take five days off work. Since the tour does not include roundtrip San Jose flights and each flight takes a day, I would need to take seven days off work. Unfortunately, I do not have this many days saved so I will need to think about this trip next year.

I would enjoy learning about how other people plan car-free vacations. Have you tried to plan a car-free vacation? Where did you go? Did the transportation services connect smoothly or did you experience barriers? Would you do it again?

Reflecting on my 1st year at Clackamas Community College and 2nd-year goals

I was planning to write this post on June 11, which was the day I started working at Clackamas Community College (CCC) in 2018. This was my first-ever full-time work anniversary. I moved back to Oregon to start this job so this also means that I have been back in Oregon for a year. Since I have been busier than usual and was involved with leading my first request for proposal (RFP) process, I had to postpone writing this post. I am going to use this 2018 post to help me write the below post. I want to share the below photo before diving into how these people helped me this academic year.

Successes

I spent most of the 2018-19 academic year applying for two grants. Since I received a $150,000 grant from Oregon Metro, my job is secure through June 2022. I also helped the City of Oregon City apply for and receive a $150,000 grant to build upon their 2017 Transportation Demand Management (TDM) Plan. The City asked me to serve as the Transportation Advisory Committee’s representative on the Downtown Oregon City TDM Implementation Working Group. The Oregon Metro grant will help fund this group’s work.

The other large grant I applied for and received was a $273,083.25 Oregon DOT grant. This grant funds the expansion of the CCC Xpress Shuttle through June 2021. Thankfully, the grant will be available again in 2021 so I can pursue the grant again to continue the expansion indefinitely. The shuttle expansion includes summer term service for the first time ever and extended evening service year-round when school is in session. As a result of the RFP process, which selected WeDriveU as the new shuttle operator, I have been able to improve the shuttle service. WeDriveU works with Tripshot, which provides the shuttle service with real-time ETAs. The shuttle service previously only used paper schedules and General Transit Feed Specification (GTFS) data.

I want to thank Amy Cannata, who is the Grants Administrator, for helping me apply for the grants.

Struggles

While I had many successes during my first year, my reflection process also needs to include things that could be improved. I have been struggling to plan and fund an on-demand shuttle from rural Clackamas County to Oregon City. Even though I tried to convince Master of Urban and Regional Planning (MURP) teams from Portland State University (PSU) to select my workshop project proposal, no team selected my proposal to create a Rural Access Plan for how to improve access from rural Clackamas County to Oregon City.

I also did not receive a $50,000 Transportation Options Innovation Grant from ODOT to fund the on-demand shuttle. This grant required a plan for guaranteed long-term funding when the short-term grant funding was exhausted. Unfortunately, I was unable to guarantee this long-term funding so ODOT was unwilling to provide short-term funding for the on-demand shuttle.

While I did not receive the Transportation Options Innovation Grant, ODOT provided me with a silver lining. Since I manage the CCC Xpress Shuttle, ODOT was able to provide me with free access to Remix. This includes free training and customer support. With help from Remix, I am self-teaching myself on how to use Remix for a variety of transportation planning.

My 2nd-Year Goals at CCC

I am constantly asked about providing transportation options to reach the Wilsonville campus and from rural Clackamas County. These are my top 2nd-year goals. Thankfully, Wilsonville’s SMART received a grant to subsidize vanpools to and from Wilsonville. We are planning to launch vanpools this fall between the Wilsonville campus and the other two campuses in Oregon City and Milwaukie.

In order to plan and fund the on-demand shuttle from rural Clackamas County to Oregon City, I am realizing that I need to take a different approach. Since the shuttle needs long-term operation funding, short-term grant funders will keep asking me to provide proof that I have a plan for guaranteed long-term funding. One way to show this proof could be to show that the shuttle is in adopted transit plans. The shuttle is not in any adopted transit plans so I have started the processes to include it in as many plans as possible. These plans will be used to decide what transit projects are eligible to receive long-term funding.

A work-related personal goal is achieving my American Institute of Certified Planners (AICP) certification. Since I have a master’s degree in planning from a Planning Accreditation Board-accredited program and two years of full-time professional planning experience, I am eligible to apply to take the AICP Certification Exam in November. I applied before the Early Bird Deadline, so I should know by August 5 whether or not my application was approved.

Future Blog Post

Since my North Carolina-based family is planning a July 4-14 vacation with me to visit my grandmas, other relatives, and friends in Ohio and Pennsylvania, I plan to write a post about this. I will be in Philadelphia for my first time from July 4-6. In addition to celebrating Independence Day in Philadelphia, I plan to check out Indego because I helped plan where to install the bikeshare stations during my 2014 internship at Toole Design Group.

After I take Greyhound from Philadelphia to Pittsburgh, my family will pick me up in Pittsburgh to take me to Erie, which is where Grandma Atkinson lives. My family will then visit the Cleveland area, which is where Grandma Stoodt and my other Stoodt relatives live. Since Columbus won the USDOT’s 2016 Smart City Challenge, I asked my family to visit Columbus so I could meet with City officials working on making Columbus a smart city. I fly back to Portland in the evening on July 13 and return to work on July 15.

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.

Moving Back to Oregon to Work at Clackamas Community College

I’m excited to share that after submitting 127 job applications over the past seven months I have accepted a written offer to become the Transportation Systems Analyst at Clackamas Community College (CCC) in Oregon City! A short position description is below. The position is grant funded from Oregon Metro through June 30, 2019. Oregon Metro is offering the grant again and CCC plans to reapply for it.

Develop and implement strategies to expand transportation options and remove transportation barriers.  Refine and operationalize strategies outlined in the Transportation Management Plan.  Develop and implement transportation survey tools.  Gather and analyze transportation metrics for use in developing new transportation strategies.  Act as liaison with local, regional, and state government partners; work cooperatively to create transportation plans and projects that reflect the needs of the College.

Since CCC wants me to start working in June, I’ll be resigning from my full-time, temporary Urban Planner I position at the City of Alexandria, VA on May 18. I plan to move back to the Portland region soon after Memorial Day, which is in time to participate in Pedalpalooza. I’ll miss my East Coast family and friends. Thankfully, I’ll be able to catch up with many of them during my upcoming trips to Boston, Charlotte area, Erie, and Cleveland area. Since I was in grad school when I previously lived in Oregon from 2014-16, I’m looking forward to having more free time to explore the West Coast.

You may be wondering why I chose the below photo for the featured photo. Since CCC’s three campuses are located in three Portland suburbs and my new supervisor said no one has organized a group bike ride at CCC, my future job at CCC reminds me of when I co-founded and led the Cyclists Club at UNC Charlotte (UNCC). Even though I wasn’t hired by UNCC to work on transportation issues, I felt I was the de facto bike coordinator because this position didn’t exist. I’m excited to use what I learned working on transportation issues at UNCC to improve CCC.

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Ray organized and led slow Cyclists Club ride at UNC Charlotte on February 14, 2013

Since I took an Internet GIS course at UNCC during Spring 2013 and created the below interactive bike resource map with my teammate during this course, I’m planning to see whether CCC wants me to create a similar interactive map for CCC. While I’m impressed CCC’s transportation page includes walking, biking, transit, and carpooling, I’m looking forward to working with staff to improve it.

UNC Charlotte Bicycle Resource Page

Ray and Jacob created the UNC Charlotte Bicycle Resource Map in Spring 2013

You may have noticed that I focused on my UNCC experience before my Portland State University (PSU) experience. I did this on purpose because transportation planning and overall transportation behavior at PSU is so far ahead of CCC. PSU is a Platinum-Level Bicycle Friendly University, which is the highest level that has been awarded. While I offered during my interview that I could help CCC apply to become a Bicycle Friendly University, which is also open to colleges, CCC currently isn’t a Bicycle Friendly University. UNCC also wasn’t a Bicycle Friendly University until it applied for the first time in 2017 and was awarded the Bronze Level, which is the lowest level, so UNCC and CCC share many things in common.

Even though I want my ideas for CCC to be context sensitive, this doesn’t mean I can’t think about what I did at PSU. As this BikePortland post and the below photos show, Gerald and I organized a successful Bike PSU outreach event at PSU during Fall 2015. We organize this outreach event to start creating bike trains. Since we had difficulty finding a method to connect bike train participants while preserving their privacy and finding participants with similar class schedules that lived nearby each other, we weren’t able to start a bike train at PSU. I expect to have similar challenges organizing bike trains at CCC, but one big difference is I’ll be a permanent employee at CCC. I had to stop organizing bike trains at PSU when I graduated in June 2016.

bike-psu-cofounders

Ray and Gerald organized Bike PSU’s outreach event during Fall 2015 (Photo: Michael Andersen/BikePortland)

psu-bike-pins

PSU student participating in Bike PSU’s outreach event during Fall 2015 (Photo: Michael Andersen/BikePortland)

Yes, I realize I have focused mostly on biking and my new job involves working on more than just biking. As my previous post shows, I have multimodal transportation experience. My PSU team did our planning workshop project on walkability in Tigard, which is a suburb of Portland.

Since I’ve never been to CCC or Oregon City, I’m excited to explore a new area of the Portland region. Due to Oregon City being the first permanent Euro-American settlement in the Willamette Valley, first incorporated city west of the Rocky Mountains, and Oregon’s first capital (Oregon City was selected the capital before the creation of the Oregon Territory in 1848), Oregon City isn’t really new. I’m excited to learn more Oregon history by visiting the Museum of the Oregon Territory, which overlooks Willamette Falls in Oregon City.

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.