Two major cross-city arteries on the South Side will get one-way protected bike lanes this year under a plan that’s being recommended by city transportation planners.
Adding one-way lanes to E. 26th and 28th streets won out over an alternative that would have installed a two-way protected lane on 26th. They’re part of a street resurfacing planned this year.
The protected bike lanes will offer a seven-foot-wide biking lane plus a seven-foot space lined with flexible plastic posts buffering the lane from motor traffic. The two streets now have no dedicated bike space.
The proposal covers 32 blocks on the two streets lying between Portland and Cedar avenues. That stretch such includes major businesses as Wells Fargo and the Chicago Avenue medical complex. Additional planning will flesh out the design between Cedar and Hiawatha avenues.
The proposal stops at Portland in part because of a scheduled replacement of Interstate 35W bridges on the two streets. A draft city plan for protected bike lanes recommends continuing the protected lanes west to Hennepin Avenue by 2020.
The bike lanes will be accommodated by removing a lane or travel or by removing parking during peak travel periods.
The resurfacing project has already asked area residents in open houses what other changes they’d like to see on the two streets from the project The proposed design would add six medians at intersections – four on 28th and two on 26th – so that pedestrians have a refuge partway across.
Simon Blenski, a city bike planner, said the proposed design goes back to major institutions, neighborhoods and pedestrian and biking representatives for a final review. Some who attended earlier sessions with the city opposed removing parking or traffic lanes, but others advocated for making it reach major employers, schools and parks by bike.
Matthew Dyrdahl arrived at The Wedge Table Wednesday morning dressed in a gray suit, but with a folding bike in tow. And he wore a helmet.
It was subtle reminder that a winter commuter can dress for work, yet commute without hands on a steering wheel. Dyrdahl took a bus and then biked from his northeast Minneapolis home to the event in Whittier.
Dyrdahl spoke at an early-morning event arranged by Council Member Lisa Bender that drew about 25 people to the new Eat Street eatery. He’s the city’s new bike-walk coordinator. His job within the Department of Public Works involves integrating walking and biking friendly features into city streets. He’s also car free, living in northeast Minneapolis and getting around by bus, bike and foot.
Bikers and walkers were curious to know how he felt about the various problems they perceive as holding back more active transportation by city residents, but Dyrdahl also got an earful of free advice.
Dyrdahl comes to the job with five years of experience helping to promote active living in Bemidji. “It was really great to see the progress cities can make when you invest in biking and walking,” he said. His ambition is to make Minneapolis rival European cities in 10 years when it comes to walkable, bikeable streets.
Part of that will be eliminating the fear factor felt by some more timid commuters. “I don’t think that biking and walking is the easy choice right now,” he said. One of his goals is creating spaces that are inviting places to walk or bike. The city goal of 30 miles of protected bike lanes by 2020 will be key in that effort, he said.
Some still regard winter biking as a mountain too tall to climb. Janne Flisrand told Dyrdahl and Bender that co-workers regard her biking 2.5 miles to work as something of a superhuman feat. Bender interjected that bikers need more consistent maintenance for winter bike lanes so they have routes on which they can rely. “It shouldn’t be this major conquest to bike to work,” Dyrdahl added. Tony Desnick said his sampling on social media of about 300 bikers, mostly from the Twin Cities, but also from around the world, found about three times as many were likely to be deterred by poor maintenance of roads as by extreme cold.
One suggestion for getting Minneapolitans to consider winter bike commuting came from Michael Peterson, who would like to see a winter Open Streets events with food trucks and people to answer questions about cold-weather commuting. Open Streets are a creation of Minneapolis Bicycle Coalition, which works with city officials to close major arteries temporarily to motor traffic. Minneapolis and St. Paul will host the fourth annual International Winter Cycling Congress in 2016.
Dyrdahl urged one questioner reluctant to invest in cold-weather biking gear because of the cost to weigh that against the cost of operating a car. He also urged people to make the transition from driving to bus, bike or walking gradually.
“Don’t start by getting rid of your car. End by getting rid of your car.”
Minneapolis stands a good bet to get its lengthiest protected bike lane by far with both concept designs unveiled for a paired set of one-way crosstown streets proposing physically separated lanes between cars and bikes.
The designs for next year’s planned repaving of E. 26th and 28th Streets differ mainly in whether each street gets a one-way protected bike lane or whether a two-way lane is installed on 26th. Both rely on drivers giving up one of their current lanes.
The designs presented to the community Wednesday night are intended to slow speeders and to better protect people on foot and bikes. Bikers now largely eschew the twin streets in favor of the Midtown Greenway and residential streets, according to traffic counts.
“These streets are dangerous and we need safety improvements immediately,” said Council Member Alondra Cano, who represents the area slated to see repaving next year. A four-year-old pedestrian was killed by a car along 26th near Stewart Park two years ago at twilight.
The initial work next year would happen between Interstate 35W and Hiawatha Avenue. But it’s likely to influence any future repaving of the twin one-way streets as far west as Hennepin Avenue, according to transportation planners.
Protected bike lanes use curbs, metal bollards, parked cars, plastic pipes or planters to separate driving and biking lanes. They're the third generation of on-road bike lanes to be introduced in Minneapolis after the initial narrow painted lanes, and later buffered painted lanes about the width of a car lane.
The city’s first protected bike lane is a mere six blocks along 1st Avenue. N. downtown. Construction of a two-way set of protected lanes is expected any week now on an eight-block section of W. 36th St. east of Lake Calhoun. But the work on 26th and 28th would encompass more than 20 blocks.
The potential protected lanes on 26th and 28th are still some distance from a certainty. Jon Wertjes, the city’s traffic director, said the next step is to factor in public feedback on the alternatives and put them through analysis of their impact on motorized traffic and cost.
Then things get political, since the City Council ultimately would approve layout changes, as well approve outside funding that Wertjes said would be necessary to pay the cost of bike lanes that are much costlier than extra-wide painted lanes, such as those installed when Portland and Park avenues were narrowed to two traffic lanes.
The city has earmarked $400,000 in 2015 to make biking or pedestrian improvements on the two streets when it strips a layer of old asphalt and repaves 26th while adding a thin layer of tar and rock chips to resurface 28th. Among the potential improvements for people on foot are intersection bumpouts to reduce the time and distance needed to cross the streets, and concrete islands to give them a refuge partway across a street.
But it’s the proposed reduction in the number of lanes that’s likely to provoke a backlash from some drivers. Wertjes acknowledged that people who like to drive at more than the posted speed limit of 30 miles an hour “are going to be sorely disappointed” by the design concepts.
If a protected bike lane is added to each street, they would shrink in the Hiawatha-35W section from three continuous traffic lanes to two lanes, although a third lane would be available for intermittent stretches, subject to turn lane and parking needs. That’s also true on 26th if a two-way bike lane was added there, but 28th would maintain its current number of lanes under that scenario.
“This has a variety of positive impacts,” said Jose Luis Villasenor, who lives between 26th and 28th in the Phillips community. He said he hesitates to bike on the two streets with his three boys in a trailer and child seat. He said the proposed designs make the streets safer and promote biking among the area’s minority residents.
Why does 26th get the two-way bike lanes in that proposal? Wertjes said one factor is that 26th serves some major destinations, including a medical complex and Wells Fargo’s operations in the old Honeywell campus. Another is that 26th is farther than 28th from another major biking facility, the Midtown Greenway.The city is also studying the feasibility of adding protected bike lanes on E. 24th St. or Franklin Avenue.
But the proposed design that installs two-way bike lanes on 26th was found lacking by Ethan Fawley executive director of the Minneapolis Bicycle Coalition, who said 28th should get at least a bike lane. Some bikers attending the open house said they’d like to see a more substantial barrier between cars and bikes than the lightweight plastic tubes the city has used in some spots. Wertjes said that the type of separation haven't been determined.
In the project's web site, comments favoring protecting bike lanes appeared to draw substantially more support than those from people opposing a lane reduction.
(Photos: Above -- the city's first protected bike lane on 1st Avenue N used parked cars to shield bikers; Right -- Another protected lane on the Plymouth Avenue Bridge uses liught plastic pipes to separate bike and driving lanes. No decision on type of separation has been made for 26th and 28th streets.
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