Ray’s Crash Course in Respectability Politics

The power of social media, especially Facebook, helped me learn about respectability politics. I had never heard of respectability politics before today. As my below Facebook post shows, I thought I was helping to improve bike advocacy efforts by policing badly behaved cyclists.

For example, I saw a cyclist go through every stoplight on Fairfax Drive in Arlington, VA last Wednesday during afternoon rush hour. Since I’m tired of hearing well behaved cyclists and motorists tell me how badly behaved cyclists are ruining the image of all cyclists, I tried to chase down the badly behaved cyclist and tell him to stop breaking the law.

While I wasn’t able to catch up with the badly behaved cyclist, I’m thankful I posted this experience on social media. My friends were able to educate me about respectability politics and why it doesn’t work. Even though I was convinced I was doing the right thing by policing badly behaved cyclists, I’m thankful my friends stuck to their reasoning and waited patiently for me to show them that I understood their viewpoint. It took a few days for me to stop arguing my viewpoint and finally understand their viewpoint. Now I can share their reasoning with others that may not fully understand respectability politics.

In case you haven’t heard of it before, respectability politics “refers to attempts by marginalized groups to police their own members and show their social values as being continuous, and compatible, with mainstream values rather than challenging the mainstream for what they see as its failure to accept difference.” Instead of policing cyclists, my friends suggested I encourage people to do the right thing. As Zvi Leve, who is an experienced cyclist living in Montreal, wrote, “I find that positive reinforcement is a far more effective strategy to encourage people to ‘do the right thing’.” Zvi also shared the following CityLab article, which discusses Sweden’s Vision Zero approach to education and enforcement.

Vision Zero Enforcement

Source: CityLab

Speaking of Vision Zero, I’m currently working with GGWash‘s staff to publish my next blog post about why Sustainable Safety, which is the Dutch alternative to Vision Zero, is more effective than Vision Zero.

Cheapest Way to Bring Dutch Bike Infrastructure to the US

I usually write factual posts and not opinion posts so I want to add a disclaimer that this post is an opinion post. I’m open to criticism so feel free to share your criticism. I’d especially enjoy reading criticism if you feel there is a cheaper way to bring Dutch bike infrastructure to the US.

The idea for this post came about when I got my new 2017 Breezer Uptown 8 LS (LS stands for low step) on April 1. Before getting my new bike, I was riding Capital Bikeshare for all bike trips except shopping and bike touring (long-distance) trips. As the below photo shows, I was riding my road bike to shop and for bike touring. While I always find it stressful to mount and dismount my road bike, the two stuff panniers made it even more challenging to swing my leg around the back of my seat when mounting and dismounting my bike.

Due to this mounting and dismounting challenge, I’m loving the step thru design of my new bike. I no longer have to stress about swinging my leg around the back of the seat so I feel much more relaxed when biking!

The relaxed feeling is why I think my step thru bike, which is similar to a Dutch bike, is the cheapest way to bring Dutch bike infrastructure to the US. My step thru bike feels like I’m riding in the Netherlands, which I have done through two study abroad trips, without spending millions on building protected bike lanes. I still support protected bike lanes, but realize they are expensive to build. I wanted to share a cheap way to feel relaxed when biking without waiting for protected bike lanes to be built. I never felt comfortable on my road bike so I’m thankful I decided to buy my step thru bike. While Capital Bikeshare feels comfortable, it doesn’t go everyone I want to go yet. I wanted a new bike that felt as comfortable as a Capital Bikeshare bike so I got my new step thru bike.

As an added bonus, several women, who I have never met before, told me that my step thru bike looks cute and they wanted to find a similar bike. I’m not sure whether this is because they think step thru bikes are supposed to be only for women or because they think my bike is actually cute. I believe few Americans know that Dutch bikes are unisex and step thru so I want to point out that I see my step thru bike as a unisex bike and not as a women’s bike. Yes, the American manufacturer labels my bike as a women’s bike, but the bike would likely be labeled as unisex in the Netherlands.

Since I’m single, have been dating, and would love to go on a bike ride with my girlfriend, it would be cool if I can use my step thru bike to attract women who find my bike cute. The only men that have said anything about my bike are the bike shop mechanics that built my bike. I want to clarify that the main reason why I purchased my new step thru bike is because I can easily step thru the bike. I wasn’t thinking about attracting women with my bike before I purchased it, so this is an added bonus. Since American women bike less than American men, I’d love if my bike can encourage more women to bike because they find my bike cute and they end up buying a similar bike.

Tim Kelley shared this video with me and it relates to the road bike mounting challenges I have experience. I found the video to be useful and funny.

Neighborhood Greenways Are Cool, But Oasis Greenways Are Awesome!

I submitted my contributor form to Greater Greater Washington (GGWash) today and GGWash’s staff gave me the green light so my first blog post should be published on GGWash sometime next week. Since GGWash’s staff asked me to write differently than I write on my personal blog, I wanted to share the version I wrote before GGWash’s staff asked me to shorten my blog post and make it less technical. As I wrote in this post, I knew I would have less control over my writing when I started posting on other blogs. I’ll share my GGWash post after it is published, but as a teaser I’m sharing my longer and more technical version below.

Update: here is my first GGWash post!

A bike boulevard (DC region refers to neighborhood greenway as bike boulevard) is an outdated idea currently being used by many US cities to improve safety for all street users. An oasis greenway is a new approach that represents the future of safe street design. An oasis greenway is a long series of interconnected low-speed, low-volume, shared-space, vegetated linear parks created from an assembly of residential streets. As the below video shows, an oasis greenway is based on the Dutch woonerf.

According to Tom Bertulis’ 167-page thesis, Oasis Greenways: A New Model of Urban Park and Bikeway within Constrained Street Rights-of-Way, the nine elements that any given facility must include to be called an oasis greenway are the following:

  1. Extremely low traffic volumes, including traffic diversion as needed. While many cities in the US are focused on traffic diversion on a street by street basis, several cities in the Netherlands are focused on traffic diversion on a neighborhood or citywide basis. Houten, The Netherlands, which is a suburb of Utrecht, has implemented a citywide traffic diversion plan.
    Houten Street Network

    Houten’s traffic diversion map. Source: ITDP

    As the below map shows, motorists are routed from their neighborhood road (green) onto a connector road (brown) that directs them to the outer ring road (yellow). Motorists must drive all the way around Houten until they reach another connector road that connects them to their destination. Since cyclists and pedestrians can travel through the traffic diverters, they can travel quicker than motorists through Houten.

    Houten Street Network zoomed in

    Neighborhood level of Houten’s traffic diversion map

    Watch this video to learn more about Houten.

    Since Houten was originally designed with traffic diversion, it is a unique city because it didn’t need to be retrofitted. Most, if not all, US cities will have to retrofitted with traffic diversion so here is a neighborhood retrofit example from Utrecht, The Netherlands. US cities should be able to relate to this retrofit example much easier than the approach that Houten took with its citywide traffic diversion plan.

    While no US city has implemented a citywide nor neighborhood network of traffic diverters, Portland, OR has several traffic diverters. Here is a diagonal traffic diverter in northeast Portland.

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    Diagonal traffic diverter at NE Tillamook St and 16th Ave. Photo: Ray Atkinson

    Diagonal traffic diverter at Tillamook and 16th

    Diagonal traffic diverter at NE Tillamook St and 16th Ave

  2. Extremely low traffic speeds, including traffic calming as needed. Below is a bayonet traffic calmer in Delftweg, The Netherlands. While the street is two-way, the bayonet forces motorists to take turns going through the bayonet. Cyclists have a two-way trail so they can avoid the bayonet.

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    Delftweg’s bayonet traffic calmer. Photo: Ray Atkinson

  3. Shared space, without sidewalks, with motorists sharing the space with pedestrians and cyclists, like a woonerf.

    Bell Street Seattle Before & After Shared Space

    Shared space on Bell Street in Seattle, WA

  4. Oasis greenways must be continuous for at least several blocks and have connectivity through busy intersections.

    Portland Neighborhood Greenway Crossing

    Portland neighborhood greenway crossing. Photo: Steven Vance

  5. Terminal vista. They must make use of the “terminal vista effect,” where the line of sight straight down the street is partially obscured, usually by trees or an on-street parking chicane. The below woonerf in Delft, The Netherlands shows the terminal vista effect.

    Delft woonerf

    Woonerf in Delft, NL. Photo: Ray Atkinson

  6. Parklike, which refers to using grasscrete as the default in areas that aren’t travel-ways for cyclists and pedestrians. The below photo from Haarlem, The Netherlands shows a grasscrete street.

    Grasscrete in Netherlands

    Grasscrete street in Haarlem, NL. Photo: Dan Burden

  7. Park and parking strip. They must have a wide area where on-street parking, parklets, trees, vegetation, and play areas are located.

    Oasis greenway park and parking area

    Rendering of park and parking strip. Rendering: Tom Bertulis’ thesis

  8. Minimal parking footprint. They must minimize the parking footprint based on a parking needs analysis. Use the below illustration to compare parking footprint of a traditional street with parking footprint of an oasis greenway.

    Oasis Greenway vs. Traditional Street

    Source: Tom Bertulis’ thesis

  9. Small and large play areas. They must have both small and large play areas, with the small play areas referring to the Park & Parking Strip and the large play areas referring to Oasis Greenway sections with “ultra-low volumes” where the play area temporarily becomes the entire cross-section of the street, not too different from when hockey is played in the street.

    Street Hockey

    Street hockey. Photo: Jonathan Tavares

While no street in the US has been designed with all nine elements of an oasis greenway, a few cities have experimented with several elements of an oasis greenway so please don’t think that an oasis greenway can only be designed by the Dutch or Europeans. Would you like to see an oasis greenway constructed in your neighborhood? If yes, where? If no, why not?

Great Falls Park Transportation History

I wasn’t planning to write a post about my trip to Great Falls Park today because I assumed all that I would see and learn about was Great Falls.

I quickly realized how Great Falls Park’s transportation history directly impacted my transportation options to reach Great Falls Park from Arlington, VA. The visitor center at Great Falls Park has an exhibit devoted to the Great Falls and Old Dominion Railroad, which used to operate a trolley from Georgetown in Washington, DC to Great Falls Park, so I enjoyed learning more about the railroad and trolley. The trolley, which is shown in the below map, was in operation from 1906 to 1932.

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Map shows trolley route from DC to Great Falls. Source: Wikipedia

While I was frustrated because I felt forced to drive to Great Falls Park today, I’m hopeful a new trolley system to Great Falls Park is built someday. Since the Great Falls Park parking lot was packed even in winter and many people in the DC region likely would prefer to leave their car at home, I assume a new trolley system would be successful. Surprisingly, the DC to Great Falls Park trolley line wasn’t originally built to take people from DC to Great Falls Park. Instead, the trolley line was built for people commuting from Fairfax County, VA, which is where Great Falls Park is located, to Washington, DC.

Since the trolley line wasn’t attracting enough customers on the weekend, the Great Falls and Old Dominion Railroad built the Great Falls Amusement Park, which had more amenities than the current park, to attract people to use the trolley line on the weekend. According to the visitor center exhibit, the Great Falls Amusement Park was a huge success and most people arrived by trolley. Since the trolley took 45 minutes and horse and buggy took 2 hours, I can see why the trolley was so popular. As is common with trolley systems throughout the US, automobiles proved to be faster and became more popular than trolleys so the DC to Great Falls trolley closed.

I realize a new trolley line isn’t coming anytime soon so I looked for other options to get to Great Falls Park. While I saw a group of training cyclists risking their lives on Old Dominion Drive, which is a curvy, two-lane rural road where they were biking, I wasn’t willing to risk my life biking on Old Dominion Drive so I’m thankful I chose to rent a car through Turo and drive to Great Falls Church. Since I used Getaround one time in Oregon to go hiking with Gerald and my dad used Turo to rent a car when he visited me in Portland for my graduation, I compared Getaround and Turo. I found more cars available in Arlington and cheaper cars through Turo so I rented a car through Turo. Yes, I drove a car for the first time today since driving from Kannapolis, NC to Charlotte during winter break in December 2015. I get very anxious when driving and feel more comfortable walking, biking, and riding transit so I’ve been trying to avoid driving.

Even though the rental car turned out to be useful, I didn’t originally get the rental car to go to Great Falls Park. I was originally planning to use the rental car to drive to Columbia, MD to meet Belita, who is a Nigerian (born and raised in Nigeria) woman I met through OkCupid. While normally I wouldn’t drive 80 miles round-trip to meet a woman, Belita lives in a famous planned community called Columbia, MD so I was already planning to visit Columbia someday. Having the opportunity to meet someone new, especially an attractive woman, is an added bonus. Plus, Belita offered to give me a personalized tour of her hometown and invited me to experience mass with her. If she gives me permission, I plan to interview her for a blog post about growing up in Nigeria, moving to the US, and her experience living in the planned community of Columbia. I’m looking forward to meeting Belita and visiting Columbia!

Eastside Cleveland at Eye Level

I have several Washington, DC region posts I want to write, but want to finish writing about my Cleveland vacation before returning to the Washington, DC region. As my previous Cleveland post discussed, I walked through some westside and downtown neighborhoods on Friday night. Since it was below freezing and I wasn’t sure how safe the neighborhoods are late at night, I rode the bus back to my Airbnb.

While the bus looked normal, I was shocked by how short Cleveland’s light rail trains are compared to DC’s light rail trains. I rode the Red Line, which is a light rail line, from the W65-Lorain Station to the Little Italy-University Circle Station. I almost missed getting on the train because I thought it would take up the whole station like it does in DC.

red-line

Cleveland’s Red Line from imgrum.net/tag/windmere

metro

DC’s Metro from flickr user Devin Westhause

I enjoy trying bike share anywhere I go so I looked for bike share after arriving at the Little Italy-University Circle Station. As the below map shows, Little Italy and University Circle have bike share stations.

cleveland-eastside-bike-share-map

After I found the below station, I was tempted to ride a bikeshare bike. Since I have a good paying job now and am a bike share consultant, I may have been too frugal but $21 for 3 hours plus one hour free (4 hours total) to use Cleveland’s bike share system felt too expensive. Capital Bikeshare is only $8 for 24 hours! Instead of riding bike share, I walked everywhere in Little Italy and University Circle.

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Little Italy

I was thoroughly impressed with the artwork at the Little Italy-University Circle Station. I have explored many transit stations throughout the US and many western and northern European countries. I can’t recall the last time that I took so many photos at a transit station. I guess I’m usually in a rush to catch a train so don’t always stop to take photos of the art. I was on vacation so was able to stop and enjoy the artwork this time. The below photo shows an inspirational sentence in two languages. One language is definitely English. Since the station is at the entrance to Little Italy, I assume the other language is Italian.

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I love murals because they usually show the community from the local’s viewpoint. Murals also bring the community together by providing locals an opportunity to work together to show pride in their neighborhood.

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It’s midnight and I want to publish this post tonight so I can move on to Washington, DC region posts. Here are a few more photos that you probably can only see by exploring Cleveland by eye level (not in a car).

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University Circle

As a pedestrian, I loved seeing CircleWalk in University Circle! CircleWalk is an interpretive walking experience that highlights and shares local stories.

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Here are more artistic and environmentally friendly design photos.

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Shaker Square

As the information kiosk shows, Shaker Square is a shopping district. However, it isn’t just any shopping district. I visited Shaker Square for a variety of reasons. The main reason is that Shaker Square is the oldest shopping district in Ohio and the second oldest in the US. Country Club Plaza in Kansas City, MO is the oldest shopping district in the US. Another major reason is I wanted to see how a suburban shopping district could be designed around a transit station.

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I enjoyed taking panoramas of Shaker Square so here are some of the panoramas I took. I walked through Dave’s Shaker Square Market. The market was full of Black people. I was the only White person in the market. Since I’m used to shopping at grocery stores full of White people, it felt weird to be the minority. Even though it felt weird, I was pleasantly surprised that no one in the market acted weird around me and no one asked me why I was at the market. We all just went about shopping for groceries like normal people. I can’t think of a grocery store in the US with diversity so I hope grocery stores in the US become more diverse.

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I don’t feel I have studied homelessness prevention and panhandling policies enough to make an informed opinion about the below sign so I’m just going to share it. I welcome you to share your opinion about the sign.

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Here are more artistic photos.

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Future Post: Sneckdowns

The Washington, DC region recently had snow so I looked for sneckdowns. Unfortunately, we only got about an inch of snow and the plows did a good job of clearing the roads so I will have to wait to write a post about sneckdowns in the Washington, DC region. In case you aren’t familiar with sneckdowns, here is a video.

Walkable Retirement Complexes Surrounded By Automobile-Dependent Land Uses

I have been on countless family vacations but my family’s most recent vacation was very unique for one major reason: transportation. From Saturday, December 24 to Friday, December 30, I was a van passenger and stayed with my family in hotels that are located in automobile-dependent areas adjacent to I-495 in Alexandria, VA (suburb of DC), adjacent to I-90 in Erie, PA, and adjacent to I-480 in North Olmsted, OH (suburb of Cleveland). Since my dad values easy interstate access, we have stayed in automobile-dependent areas during most family vacations throughout my life.

As soon as I had the freedom to choose where I wanted to stay, I escaped the suburbs and stayed at an Airbnb in a more walkable and transit-accessible location in Cleveland’s Gordon Square Arts District. I walked and rode transit everywhere until flying back to DC on Sunday, January 1. The below tweet shows the reaction I received from locals after they asked me what I was doing in Cleveland. Since this blog post was getting long, I moved the “Cleveland at Eye Level” section to my next blog post.

Visiting Grandmothers

Since I’m aware that this blog post could be seen as me complaining about not having freedom to explore outside of my family’s van, I want to clarify that my dad mostly chose to stay in automobile-dependent areas because we were visiting my grandmothers in automobile-dependent areas of Erie, PA and Westlake, OH. The retirement complexes where my grandmothers live are walkable only within the confines of their retirement complexes. Both retirement complexes are surrounded by automobile-dependent land uses so my grandmothers can’t safely walk beyond their retirement complexes. As an active transportation planner, this was very depressing to see.

Thankfully, catching up with both of my grandmothers wasn’t depressing. I enjoyed seeing how networked my Erie grandmother is into her retirement community. After eleven years at her retirement community, she literally knows everyone by name and everyone stops to talk with her. I loved seeing and hearing this! I also enjoyed chair yoga with her and my twin sister.

I enjoyed chair #yoga with my grandma and twin sister! #chairyoga

A post shared by Ray Atkinson (@rayplans) on

Since my Ohio grandmother just moved into her retirement complex the day before we arrived, she isn’t networked into her retirement community yet. However, I enjoyed seeing and hearing her take the initiative to meet people in her retirement community. I also enjoyed playing Kings in the Corner with her and my family.

Part 2 of 3 about my family trip can be read in my next blog post.

Walking, Biking and Riding Transit in Portland, OR vs. Washington, DC

Since my car-free travel behavior has changed dramatically between Portland and DC, I want to compare how my walking, biking, and transit riding habits have changed between living in Portland and now living in the DC region.

Except for the few months in late 2015 and early 2016 where I fully depended on walking and riding transit in Portland because I felt too anxious biking, I mostly walked and biked for all my trips in Portland. I was planning to also mostly walk and bike throughout the DC region because transit is expensive (not as expensive as owning and maintaining a car). While I still walk and bike in the DC region, my boss provided me with a transit card for work trips so I have been riding transit much more than I planned to when I moved here. My boss also provided me with a Capital Bikeshare maintenance key (no time limits like normal keys) for work and personal trips so I haven’t been riding my private bike as often. Since I can’t carry my panniers on Capital Bikeshare, I have been mostly using my private bike for getting groceries and other shopping trips.

Biking in Portland vs. DC region

I don’t live in DC so, while DC has bike racks almost everywhere and the bike racks are usually designed correctly, I have experienced no bike racks or poorly designed bike racks often in Arlington. The below photo shows a ladder or wheel bender rack at a grocery store near my home in Arlington. Thankfully, I don’t have to deal with bike parking issues when parking a Capital Bikeshare bike because I have always found an empty dock.

 

Since I depended so much on the DC region’s great trail systems when I lived in the DC region during summer 2014, I was looking forward to depending on the DC region’s great trail systems again. Even though I rode a road bike last time I lived in the DC region, anxiety from my extreme fear of heights has gotten much worse so I have been struggling to ride on hilly trails like the Custis Trail and trails along steep cliffs like the Four Mile Run Trail. Since I doubt I will conquer my fear of heights soon, I’m planning to buy a $3-4,000 recumbent trike so I can reduce the anxiety I feel when biking on hilly trails and along steep cliffs.

 

While the trails are great for long-distance trips, they don’t go everywhere so I still have to use on-street bike routes. I forgot how bad most of the on-street bike infrastructure is in the DC region. Yes, I know DC has protected bike lanes, which are actually better than any protected bike lanes in Portland. However, protected bike lanes in the DC region are on very few streets so I rarely ride on them.

I’m missing Portland’s neighborhood greenways. I used to live at SE 27th and Salmon, which is on a neighborhood greenway, so I memorized the neighborhood greenways. I rarely had to ride on busy roads outside of downtown Portland because neighborhood greenways went almost everywhere. Thankfully, I have found one element of neighborhood greenways in the DC region. Sharrows are found throughout the DC region. Even though the DC region has installed sharrows, which is a critical and cheap element to Portland’s neighborhood greenways, the DC region has horrible wayfinding for cyclists so the sharrows aren’t part of a neighborhood greenway. Due to this, I feel sharrows are only used in the DC region to communicate to cyclists that the government believes that the street is safe enough for biking and to communicate to motorists that they should expect to see cyclists using the street. Sharrows do much more than this in Portland so I miss biking on Portland’s neighborhood streets.

Before I totally dismiss the DC region’s on-street bike network, I’m excited to share that the DC region has several Level of Traffic Stress (LTS) maps. As all the below maps show, the DC region has plenty of work to do to make their on-street bike network feel more comfortable and less stressful. However, I find these maps much more useful than normal bike maps. This is mostly because a normal bike map shows all bike lanes the same while a LTS map shows bike lanes by how comfortable or stressful they are to ride on.

Arlington County, VA 2017 Bicycle Comfort Level Map (click to download front and back of map)

Montgomery County, MD Bicycle Stress Map (click to view map)

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According to a presentation by Stephanie Dock, who works for District DOT, at the Transportation Techies meetup in October 2016, District DOT will be publicly releasing their LTS map soon so I’ll add their map when it’s released.

This blog post is getting long. I try to keep my blog posts under 1,000 words and will go over 1,000 words if I keep writing this blog post. While I still want to compare how my walking and transit riding habits have changed between Portland and DC, I may have to write about them in a new blog post. Readers, do you want me to write about my walking and transit riding habits in this blog post or start a new blog post?