Lansing area logistics to ‘Go Green’

facebook.com/GoGreenTrikesLLC

Scheduled to launch in Greater Lansing on Earth Day, 2014 (Tuesday, April 22nd), Go Green Trikes, LLC            (here’s the Facebook weblink) is the brainchild of local green business entrepreneur, Yvonne LeFave. Utilizing heavy-duty electric-assisted cargo trikes capable of carrying loads of up to 600 pounds, Go Green Trikes will provide prompt and sustainable delivery services throughout the urban heart of Greater Lansing – essentially an area bounded by I-96 on the south and west, I-69 on the north and Van Atta Road to the east. Here’s a maplink of the service area.

These are not your childhood tricycles folks, but industrial-grade cargo trikes designed to efficiently serve businesses while avoiding the tangles associated with trucks and street traffic. They also allow for door-to-door delivery of goods without the hassle of blocking lanes and/or customers in the process.

Source: gogreentrikellc

According to Yvonne, Greater Lansing will be at the very forefront of this cutting-edge form of “last mile” delivery/logistics service. Within North America, cargo trike delivery services such as Go Green Trikes only operate currently in Portland, Oregon (B-line); Vancouver, British Columbia (Shift Urban Cargo Delivery); Boston (Metro Pedal Power); and New York City (Revolution Rickshaws). Needless to say, Greater Lansing will be in good company, while also being the smallest urban center to support such an exciting and sustainable business venture.

If early indications are a guide, it appears Go Green Trikes, LLC will be pedaling off to a successful start, as they already have three clients lined up to date. So, starting April 22nd, keep an eye out for Yvonne LeFave as she plies her way about area streets and bike trails. Kudos to her for setting a sustainble standard for all of us to strive for!

The flaws of vehicular cycling (VC) theory

One of the first comments often heard from fellow cyclists when starting to bicycle commute was not to ride on the community’s bike pathway system because it is less safe than riding in street traffic. A whole litany of perceived dangers were cited, most commonly conflicts with vehicles entering/exiting driveways. Instead, riding amid street traffic was touted as the better and safer way to go. For those hardy souls with the skill level and nerves of steel, please feel free to ride all the busy collector roads and arterial streets that you would like to. As for the rest of us, forget about it!

mitpress.mit.edu/books/city-cycling-0

This week, while reading the book entitled City Cycling, the name of the theory that appears to have fostered the pent-up angst against bikeways was discovered. First espoused in 1992, vehicular cycling (VC) theory essentially adheres to the philosophy that:

“Cyclists fare best when they act as, and are treated as, operators of vehicles.” (page 114)

While it is agreed that cyclists are operators of vehicles and should rightly be treated as so when riding on streets, the contention that they “fare best” when doing so is unsupportable. Furthermore, there is no way that everyone falls into this theory’s mold. It is simply a theory of convenience for those who prefer street cycling over other forms of bicycle riding. The frustrating part is vehicular cycling (VC) theory has largely overshadowed the utilitarian “European-style” cycling modes which promote inclusive, less stressful, and more logical non-motorized transportation network designs that most of us would prefer using as opposed to competing with motorists.

Here is a paraphrased summary of the inherent flaws of VC theory articulated in pages 114-17 of City Cycling:

“It ignores the massive evidence of the European experience.

It ignores the engineering solutions developed to improve intersection safety for cyclists.

It is preoccupied with a collision type called the ‘right hook,’ which occurs when a through-going cyclist conflicts with a right-turning motorist approaching from behind.

When first postulated it had no empirical support.

Until now [2012], only one credible American study at first glance appears to support the [VC] theory…However, this study considers only crashes at intersections (including driveway junctions) and therefore gives a distorted view of overall safety.

A 2011 study by Lusk, et al. showed that when between-junction crashes are accounted for along with crashes at intersections, the sidewalk bikeway’s crash risk was not statistically different from the risk of riding in the street.

When the risk of riding the same direction as traffic flow was considered, the risk of riding along bikeways/cycle tracks is half that of riding in the streets.”

Thank heaven, not everyone is still buying into the VC theory. A number of American cities, such as Portland, New York City, Indianapolis, Cambridge, Davis, Minneapolis, and Washington, DC have seen the light from the European results. May many more do so and soon – hopefully bringing along county and state road agencies, perhaps even the ever-present foot-draggers at AASHTO (American Association of State Highway and Transportation Officials). Cycling in general and utilitarian cyclists in particular, will be very thankful when they do.

Sharing the roads is NOT enough!

A year or so ago I wrote about how cyclists are sometimes our own worst enemies. One gist of that post was until the cycling community can come together and agree on ONE course of action regarding advocacy, it will be mired in division which weakens its overall argument. I still believe this is our greatest dilemma, as we have the competing interests between hardened and more-daring riders demanding equal access to the streets versus the rest of us who just want to be and feel safe and thus prefer clearly marked or protected bike lanes (see first photo below) and/or wholly separated bike routes (see second photo below). Sure, there is safety in numbers, but we first have to develop sufficient numbers to actually achieve the safety benefits.

Source: bostinno.streetwise.co

Source: bicycling.com

Being more inclusive helps grow participation in bicycling and therefore raw numbers. What seasoned riders need to realize is that many women, youngsters, seniors, the disadvantaged, and those of us like me who are uncomfortable amid automobile traffic are not suited to nor capable of riding with traffic on city streets. Authors John Pucher and Ralph Buehler put it this way in the introduction to their excellent book, entitled City Cycling:

“Cycling should be made feasible, convenient, and safe for everyone; for women, as well as men, for all age groups, and for a wide range of physical abilities. The authors of this book take the view that cycling should not be limited to cyclists who are highly trained, fit, and daring enough to do battle with motor vehicles on busy roads. As demonstrated in many chapters, getting children, seniors, and women on bikes requires provision of safer and more comfortable cycling conditions than currently exist in most American, Australian, and British cities.” (page xii)

Source: mitpress.mit.edu/books/

Hallelujah to Mr. Pucher and Mr. Buehler as you have hit proverbial the nail squarely on the head. Numbers (and subsequently safety) will not appreciably increase without more participation from those who are not currently part of the non-motorized community. To advocate for road sharing (or sharrowing) is simply not enough. If the greater bicycling community wants true safety in numbers…numbers that will be noticed by motor vehicle drivers, it must advocate and promote the development of a bicycling infrastructure that accommodates all, especially those with less riding ability. Otherwise, only the hardiest, the bravest, or the most daring will venture onto city streets and roadways, rarely producing the quantity of riders that is necessary to change public perceptions or to build a dynamic and diverse cycling culture.

Miami to join the super-skyscraper club x 2

One Bayfront Plaza (center) – Source: en.wikipedia.org

Just ten days ago I wrote about Philadelphia’s foray into the elite 1,000 foot skyscraper club. Well, Miami is about to join this illustrious group as well, but not with just one sky-high tower, but two. As a result, the American chapter of the super-skyscraper club will soon consist of New York City, Chicago, Los Angeles, Atlanta, Houston, Philadelphia, and now Miami. It won’t surprise this planner if more inductees join their ranks as a super-skyscraper boom is taking place around the globe. Can Dallas, Seattle, Austin, Charlotte, Denver, Boston, or even Detroit be far behind?

Source: miamirental.com/mapquest

Greater Miami has no shortage of skyscrapers. Up and down the Southeast Florida coastline skyscrapers have blossomed for many years. However, one factor that has limited the height of towers in many parts of downtown Miami is its proximity to the flight path for Miami International Airport. As a result, until recently the bar had been set below 1,000 feet. That has changed as the FAA recently approved building heights of up to 1,010 feet. In addition, at least one developer is requesting approval to 1,049 feet. Below is a list of the two proposed buildings, one of which have city approval to start construction.

Source: inhabitmaimi.com

• One Brickell City Centre Tower – proposed at 80 stories and 1,049 feet, is under review by the Miami City Commission.
• One Bayfront Plaza – approved at 80 stories and 1,010 feet, by the Miami City Commission (photo at top of post).

Add to these towers the planned 1,000 foot SkyRise Miami observation tower (see below) and the aesthetics and dynamics of Miami’s skyline are quickly changing.

SkyRise Miami (center) – Source: huffingtonpost.com

Tallest prefab tower grows in Brooklyn

Source: bizjournals.com

Currently under construction in Brooklyn, New York is the world’s tallest prefabricated tower – a 32 story, 322 foot tall apartment building containing 363 dwelling units. Erected much like individual Lego pieces, each of the 930 units is constructed offsite, transported to the location, and then hoisted and set/stacked into place. The B2 Tower is part of the Atlantic Yards development and will be completed by December of 2014.

Source: blog.archpaper.com

It will be interesting to see what heights prefabricated construction will reach as technologies and construction techniques improve. Prefabricated (or modular) construction includes benefits of being economical and time efficient as its less likely to be delayed by weather.

It might be a tad passé to say, but, perhaps “the sky is the limit.”

Philly joins the super-skyscraper club

Source: inhabit.com

Just a six years after completing the tallest building in Philadelphia, the Comcast Center at 974 feet, Comcast has announced plans for Philadelphia to join that elite group of cities around the world with skyscrapers exceeding the magical 1,000 foot threshold. Currently, New York City, Chicago, Atlanta, Houston, and Los Angeles are the American members of this group of high-fliers. If you count observation towers, Las Vegas joins the list too.

Source: corporate.comcast.com

The impressive 59 story, 1,121 foot tall tower (tentatively coined the Comcast Innovation and Technology Center) will contain approximately 1.5 million square feet of floor space and is due for completion in 2017.  To this urban planner, Philadelphia has garnered one of the most aesthetically pleasing skylines in North America since allowing new buildings to be constructed beyond the height of its 548 foot City Hall starting in 1987.  Based on the artist renderings of the new tower above, that trend of handsome, well-designed buildings appears to be continuing.

Thank you to Anthony for first making me aware of this news.

Why not a midwinter Smart Commute?

Source: crystalmountain.com

I cannot think of a better way to demonstrate the powerful benefits of Smart Commute, than to highlight its potential during the winter months as well as during fair weather. Most, if not all Smart Commute events seem to be scheduled during times of reasonably nice weather. The problem with an unfailing practice of scheduling of events only during fair weather is that it reinforces the idea that winter is a bad time to partake in active transportation, when in fact it is a great time to do so. Leave the slippery, icy, slushy, and snowy roads to the public transit driver while you sit back, be warm, and relax. Or better yet, stay home and telecommute.

Other options that may be realistic in the winter for those living within a couple of miles of their place of employment or education, include:

• Fat tire bicycling commutes
• X-country skiing commutes
• Snowshoeing commutes
• Skating commutes – very common along the Rideau Canal Skateway in Ottawa, Ontario, Canada (see photo below)

Source: ncc-ccn.gc.ca

With less daylight and colder weather, the importance of being physically active greatly increases. Otherwise, our sedentary ways, holiday feasting, and cabin fever can quickly catch up with us. Granted, if its -20F outside,  some modes of Smart Commuting should be postponed temporarily, but that doesn’t mean you still can’t ride the train or bus to and from work or school.

Let’s think outside the box, folks, and look for ways to promote Smart Commute year round, and not have it just become a fair weather effort.

An art deco masterpiece reawakens

Source: eyde.com

There are many fine examples of art deco or art moderne design. But to this planner, one the most impressive art deco structures anywhere is the former Knapp’s Department Store, which adorns south Washington Square in downtown Lansing, Michigan. Completed in 1938, the 190,000 square foot national register building will soon to reopen as the re-christened Knapp’s Office Centre. Congratulations to all the individuals, businesses, and organizations in Greater Lansing that made this successful historic preservation and adaptive reuse effort happen. Well done!

Source: departmentstoremuseum.blogspot.com

Source: flickriver.com

Issues of tall (sky) sprawl

Source: flap.org

I have asked myself at times whether in some places around the globe we humans are simply exchanging horizontal land sprawl with a tall (or sky) sprawl? Don’t get me wrong, I love to admire an impressive skyline just as much as the next person. But, there is a point where enough is enough — where we have traded one land use malady (horizontal land sprawl) for another (tall or sky sprawl). Where the benefits of increased density are being diminished by the loss of scenic views; by unacceptable bird mortality rates; by ugly aesthetics; or by uneven, haphazard, and/or overweighted distribution of the urban form. Here are a few examples for consideration.

Lost scenic viewsheds: Hong Kong has long had one of my favorite skylines, but a recent addition seems to detract (rather than enhance) the natural backdrop of lovely Victoria Peak. Furthermore, the enormous International Commerce Center (or Union Square) on the right side of the picture is completely out of scale and balance with the rest of the skyline. It is surprising that this tower was built in such a manner, given the strong application of feng shui principles into Chinese building design and location elements.

Hong Kong- Source: theworldedition.com

Likewise, viewing the city from the top of Victoria Peak in the second photograph below, it won’t be long until the stunning view of Victoria Harbour from the mountain could be nearly obliterated by a sea of skyscrapers. This again seems contrary to the principles of feng shui.

Hong Kong – Source: en.wikipedia.org

Poor-balance: The Renaissance Center in Detroit (below) is off-center from the heart of downtown when observed and photographed from most angles. As a result, it counterbalances and overpowers the skyline and detracts from its overall appearance. If it had been more fully blended/incorporated into the existing cityscape, then perhaps its impact would be less harsh and less detrimental to the overall view.

Detroit – Source: keysmashblog.com

Bird collisions: Toronto’s impressive and growing skyline is considered particularly deadly to migrating song birds. Whether this is solely a function of them flying northbound overnight across open water and then being attracted or confused by the gleaming lights is unclear. It is estimated by the Fatal Light Awareness Program (FLAP) that an astounding between one and nine million birds die each year from collisions with buildings just in Toronto. Fortunately, through conservation and advocacy efforts by groups like FLAP, the city is working to mitigate the problem with new/revised design guide lines.

Toronto – Source: commons.wikimedia.org

Source: flap.org

Single monstrosity: Perhaps someday soon, other skyscrapers will join the Beetham Tower in Manchester, England, but frankly it looks completely out-of-place and out of context with the scale of the rest of this famous industrial city.

Manchester – Source: skyscrapercity.org

Double trouble: There is no doubt that Dubai has an impressive skyline. The problem is that it fails to condense the heart of the city into a tightly knit and compact urban form. Instead, each skyscraper tries to outdo its predecessors. This leaves a city that displays an urban form that contains both horizontal and vertical sprawl utilizing skyscrapers.

Dubai – Source: desktop-wallpaper.blogspot.org

In the end, the appropriateness of a particular skyline depends on its own visual, spatial, social, and natural context. What may be right in Los Angeles may not be appropriate in San Diego; what may be well-suited to Miami, may look ridiculous in New Orleans; or what may be a perfect fit in London, could be considered a terrible eyesore in Paris. It’s up to the architects, engineers, designers, and planners of the world to fashion a suitable and aesthetically appropriate blueprint that utilizes the guiding principles (goals and objectives) of the greater community where they are working, while attempting to keep the ego factor in check.

“Bikenomics” – a landmark planning book!

Source: takingthelane.com

Certain books become a classic in their field of study because of their comprehensive nature (i.e. The City in History). Others do from their advocacy and groundbreaking nature (i.e. Silent Spring).  In the case of Bikenomics: How Bicycling Can Save the Economy, both of these reasons apply. Author Elly Blue has written “the” definitive book on bicycle planning that clearly identifies the societal, physical, environmental, and economic benefits of bicycling, while also completely debunking the myths, fables, urban legends, half-truths, and outright lies spread by naysayers and automotive apologists.

Facts are funny things. They tend to get in the way of spurious and superfluous arguments. In Bikenomics, Ms. Blue lays down the gauntlet with factual truths about bicycling and how a vibrant cycling culture can go a long way to curing many of our nation’s ills. If one could quote the entire book in a blogpost, I would.  There are so many quotable gems contained within this publication, that I could fill gigabytes of pages with them. But alas, you should read the book, so I have only provided a few of them at the end of this post.

Believe me when I say this is a book that every planning professional must read and own. It will single-handedly serve as your go-to resource on the benefits of bicycle planning in your community. Kudos to Ms. Blue providing all of us with a fantastic source of information. Enjoy!

Here are a sampling of quotes from the book:

“People who ride bicycles also pay taxes, which means they often pay more into the road system than they cost it. By one estimate, a carfree cyclist would overpay by an average of $250 a year — a few dollars more than the amount that the average driver underpays.” (page 13)

“As it turns out, gas taxes have paid for about 70% of the construction and maintenance costs of the Interstate system to date, with that percentage going down with each passing year. Local roads fare worse when it comes user funding. If you take the nation’s road system as a whole, only 51% of its cost over the years has come from direct user fees.” (page 39)

“When you brush away the rhetoric, though, even the fanciest bikeways are a screaming bargain. For the cost of one freeway interchange, you can completely transform your city and immeasurably improve the wealth, health, and happiness of its citizens.”  (page 49)

“Large road projects are often funded in a down economy because they create jobs. But roads are actually the least job-intensive of any transportation investment. Bikeways are the most, creating more jobs per million dollars spent than roads-this is because there are so few materials involved and most of the budget goes to workers.” (page 51)

“Bikes may not be able to solve our health care crisis singlehanded…But bicycling is one of the rare areas where people can directly and concretely address our own health and the health of our community, and quickly see big results. In this light, bicycling for transportation isn’t so much a lifestyle choice as it’s a form of civic action.” (page 61)

“Minimum parking requirements act like a fertility drug for cars’ – Donald Shoup.” (page 89)

“In the US, 99% of trips by car end up in a free spot [parking spot]. The value of that land—and to a lesser extent, the costs of paving, sweeping, policing, and maintaining it—makes [parking one of the largest subsides going.” (page 90)

“In a car-oriented world, old age becomes a disability for many, long before it might in a more walkable neighborhood. The more car-reliant your daily life, the lower the threshold becomes for frailness, injury, or failing eyesight to be experienced as outright disabling.” (page 104)

“Portlanders drive 20% fewer miles every day than the average resident of a comparable metro area. The total money that we save on those miles we don’t drive is $1.1 billion dollars a year.” (page 113)