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.
The recent addition of the Arthur and Edith Lee house to the National Register of Historic Places highlights the paucity of black-oriented Minneapolis sites on the prestigious federal list.
St. Paul boasts five of the state's nine national register sites associated with black history. The Lee home at 4600 Columbus Av. S. represents only the second such black-oriented listing for Minneapolis on the national list. It was the site of mob gatherings of thousands in 1931 when a black family bought the home in an all-white neighborhood.
To be sure, there may be additional sites that have been designated as worthy of historic preservation as important parts of the city's heritage under a local preservation ordinance. But one can use the city's searchable map of such landmarks to scan areas of long significance historically for black residents, such as the South Side area around Hosmer library, or the entire North Side, without finding a single locally designated site with an obvious association with black history or residents. That's aside from the city's lone other national regisrter site associated with black history, the Lena O. Smith home.
But one group has no trouble finding a collection of sites associated with or commemorating black history. That's the Major Taylor Bicycling Club of Minnesota, a group of black cyclists.
The club is sponsoring its annual Dark2Dawn ride on Aug. 23. The all-nght ride begins at 9 p.m. at Martin Luther King Park, 4055 Nicollet Av. S., winds to about a dozen sites in Minneapolis and St. Paul, and ends with a 6 a.m. breakfast. Registration is required for the $25 event that's a fundraiser for the club, named after the legendary black cyclist who competed professionally at the turn of the 19th century, setting world records for speed.
The moderately paced ride of about 50 miles is billed as a tour through African-American historical geography, and will feature speakers at each site. In Minneapolis, the tour includes the Lee house, the historically black E. 38th Street and 4th Avenue S. business district, the Minnesota African American Museum, Bassett Creek and the Van White Bridge, the J.D. Rivers garden, the Homewood subdivision in the Willard-Hay neighborhood, and Morrill Hall at the University of Minnesota. St. Paul sites include St. Peter Claver and Pilgrim Baptist churches, the Hallie Q. Brown complex with Penumba Theatre, Minnesota History Center, and Union Depot. More information is at: http://tinyurl.com/m9kzhso
Until the Lee house designation, the only national register listing associated with black history in Minneapolis was the home of Lena O. Smith, an early black lawyer, and a longtime leader in the Minneapolis branch of the NAACP. She also representated the Lees in their negotiations with the the white-dominated homeowners association.
One black-oriented business long at the corner of 38th and 4th, the 80-year-old Minnesota Spokesman-Recorder, is being considered for local designation. More may emerge next year. That's when the city's heritage preservation staff hopes to focus more on properties associated with people of color, according to city planner John Smoley.
(Photo above: The Lena O. Smith house at 3905 5th Av. S., was the only Minneapolis site associated with black history on the National Register of Historic Places until July.)
The proposed reopening of the pool at Phillips Community Center is alive for at least another half-year while the Minneapolis park system and a nonprofit group of swimming boosters seek additional money to pay for it.
A proposal setting new deadlines at the end of February for raising construction and operating money was approved by the Park Board Tuesday on a 7-2 vote. The approval followed a failed proposal by Commissioner Anita Tabb to delay approval for two weeks while park staff would have come up with a proposal to improve swim lessons citywide. That drew only two votes.
So far a fundraising effort led earlier by nonprofit Minneapolis Swims has generated $2.2. But the most basic option of renovating the empty six-lane pool inside the center and adding an instructional pool is estimated to cost $2.8 million.
The approval followed a spirited debate that pitted advocates for equity in swimming opportunities, particularly those in high-poverty neighborhoods, against those who warned that a pool would pose a further operating drain on the Park Board's budget. "We can't even maintain what we have now," said Commissioner Annie Young, who nevertheless voted for the new proposal.
An upset State Rep. Karen Clark, who lives blocks from the pool, warned the board against delaying the pool to develop a broader swim plan, arguing that the city's legislative delegation would feel betrayed.
(Phillips Community Center's pool has sat empty for the past several years.)
The lights should be on along the Hiawatha LRT Trail by the end of the year, some six years after a series of robberies on the bike trail and the connecting Midtown Greenway.
That's what city specs call for in a bid up for City Council approval this month. The $600,000 project funded by the city and Hennepin County will install lights every 95 feet in the remaining unlit areas of the trail, which parallels the Blue Line. The area to be filled in lies between 11th Av. S. on the eastern edge of downtown and E. 26th Street in the Seward neighborhood.
According to a city memo, the lights will cost some 33 percent less than the engineer's estimate. That partly reflects the presence of several lights already installed near the Metro Transit operations center, and the earlier installation of lights south of 26th when the Sabo bridge for the greenway was built.
The new lights will be higher-efficiency LED lights, which use 50 percent less energy than high-pressure sodium lights. Existing lights on the trail will be retrofitted to LED as part of the project. They'll be designed to spill light in an oval-shaped pattern along the LRT trail, according to Allan Klugman, a city engineer.
The two trails were the site of at least 10 attacks in late 2008, including one armed robbery of a Star Tribune videographer. That prompted the formation of a Trail Watch patrol of the trails organized by the Midtown Greenway Coalition that continues six years later.
There have been muggings maybe once or twice a year since then on both trails, according to Soren Jensen, the coalition's executive director. But he said that the coalition has tested light levels on the greenway with meters, finding dim spots in about a dozen areas. Three lights were added last year and three more are coming this year, he said. Jensen said priority is being given to lighting trail areas near stairways that can provide quick getaways for groups of youth that in a typical attack surround a lone biker. He said security cameras on the greenway are being improved, and he's hoping for signs that warn potential muggers that they're being filmed.
Jensen offers these safety tips 1) Bike with a companion after dark. 2) Call in suspicious activity to 911 even if you are able to speed past a group of youths since they may prey on the next biker. 3) Keep using the greenway because there's safety in numbers.
(Photo: Paul Caspersen and Mark Ambroe on night patrol on the Midtown Greenway in 2009.)
With a detour on W. River Parkway diverting more than 6,000 motorists a day, Minneapolis park officials say they may not have a fix in place yet this year for an unstable slope that closed the road in June.
Park officials said Friday that they're analyzing soil borings and other data to try to determine how they will stabilize the hillside so traffic can resume.
"We all wish we had a firm answer on what the next steps will be," said Justin Long, an assistant park superintendent.
He said the Park Board expects to begin construction yet this fall on a repair that will keep the hillside stable, but that work likely will not be completed until spring. Asked if the parkway would repen by the end of the year, Long said he wasn't sure.
"We understand that this is a huge commuter route and it is a huge inconvenience to our constitutents," Long said. Besides thousands of motorists, hundreds of cyclists and pedestrians also are detoured.
Long said that the section of parkway, which lies below Fairview Health Services downriver from 4th Street S., may adjoin a quarry that was mined for limestone when walls were built for the parkway in the 1930s. The area was then backfilled with soil.
Initially, park officials have used stakes, sandbags and concrete barriers to try to pin the soil in place with a fabric casing. But when it rains, groundwater flowing laterally through the ground washes more soil down the slope and against barriers on the verge of the road. Sometimes the flow has been strong enough to nudge the concrete barriers lining the bottom of the hill, Long said. The Park Board has trucked the silt away, Long said.
"This is very loose material and there's still signs of movement," he said.
Given that situaiton, park officials don't feel it's safe to reopen the roadway, Long said, although the pavement itself wasn't damaged. But other damage to nearly railings and to rebuild the hillside is estimated to cost aobut $4 million and the park system is documenting what it does to address the problem to claim federal disaster reimbursement.
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