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.
A little piece of early Minneapolis history is closer to vanishing now that one of two remaining piers of the long-gone Tenth Avenue Bridge has collapsed.
The pier that’s long stuck out of the Mississippi River just downstream from the east end of the Stone Arch Bridge is now down to a nub of stone, presumably undercut by riverine erosion that’s been eating at the pier base for several years, with this year's high flows contributing. One pier remains on the river’s east bank.
The relatively light-duty bridge carried pedestrians, horse-drawn wagons and later cars and a streetcar line across the river between 6th Avenue SE and 10th Av. S. on the downtown side. It was built in 1874, closed to traffic in 1934 and sold for scrap for the war effort in 1943, according to the excellent bridge reference guide maintained by John A. Weeks III.
The bridge also played a prominent role in Minneapolis history at a time when bridges were few and workers walked from jobs on one bank to housing on the other.
The crossing was near the site of one of the three original bridges built in Minneapolis, two of which washed away in 1859, according to Weeks. That left only a single l crossing that spanned Nicollet Island, where today’s Father Louis Hennepin Bridge stands.
According to Weeks, when the older St. Anthony merged with youthful Minneapolis in 1872, part of the deal was that the combined city would erect new bridges at both Plymouth Avenue and 10th Avenue, at a cost that amounted to $230,000.
The bridge had stone piers that held an iron truss with a deck roughly 60 feet above the river. Weeks estimated the length at 1,100 feet. The bridge was closed eventually because it wasn’t designed to stand up to motor vehicles. By then, the sturdier Third Avenue Bridge and Tenth Avenue Bridge bridges had been added upstream and downstream. Confusingly, the new Tenth Avenue Bridge served 10th Avenue SE on the East Bank, while the older Tenth Avenue Bridge served the street of the same name on the downtown side.
The pier that collapsed has also provided spectator interest in recent years. Several years ago, a Canada goose nested atop the perhaps 30-foot-high pier, leading bridge walkers to speculate how well the goslings would make their maiden flight to the river below. One day they were gone, presumably having navigated safely.
A 2011 column by river-area resident Lisa Peters noted the pier was listing, and invited guesses on when it would collapse.
Now one vestige on Minneapolis history is close to washing away.
Photos: Before photo from 2011 by Lisa Peters, after photo from 2014 by Eric Roper. Above, 1905 photo of Tenth Avenue Bridge looking toward downtown from Minnesota Historical Society.
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