22 Photos From the 2014 Edition of Park(ing) Day in Cincinnati

The 2014 edition of the international protest related to the wasteful use of public land for automobile parking took place this past Friday. PARK(ing) Day, as it is known, took place in hundreds of cities across the globe, including Cincinnati.

As with past years, the majority of Cincinnati’s parking spaces turned temporary parks or hangouts were concentrated in the center city. Perhaps the most prominent installations were in Over-the-Rhine and across the river in Covington.

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EDITORIAL NOTE: All 22 photos were taken by Travis Estell and Bradley Cooper for UrbanCincy on Friday, September 19.

Covington Estimates It Will Make $516,113 on Parking This Budget Cycle

While Cincinnati leaders would like to see their parking system generate more in revenue than it costs to operate and maintain it, that is not the reality. It is, however, the reality across the river in Covington.

A review of Covington’s recently approved 2014-2015 budget estimates the parking system will bring in approximately $1.6 million in revenue, while costing only $1.1 million for operations, maintenance and upgrades.

One of the largest chunks of Covington’s annual parking revenue, however, comes from lease payments which total about $491,000 – or nearly one-third of the city’s annual parking revenues.

Had Cincinnati followed through with its parking lease agreement, it too would have realized these benefits by offloading expenses and locking in fixed lease payments. Under Cincinnati’s parking lease, the city would have received anywhere from $3-4 million in annual payments from the concessionaire.

In order just to break even, the City of Cincinnati has and continues to defer needed maintenance and upgrades, while also depleting its parking fund.

Covington will also benefit from increased parking rates, which will net the city an additional $68,500 in the first year. Those changes include a 10-cent per hour increase for on-street parking meters, and a $2 per day increase at the RiverCenter Parking Garage.

In addition to on-street parking meters throughout downtown, Covington has 818 parking spaces in 16 surface lots and another 1,574 spaces in three different parking garages.

Should ‘Kathy Plates’ Be Added to Roebling Suspension Bridge?

In the spirit of throwing new ideas out there, UrbanCincy would like to propose installing Kathy Plates on the Roebling Suspension Bridge in order to improve the safety of bicyclists, pedestrians and motorists using the 148-year-old span.

The idea first came to mind when we hosted our Bikes+Brews ride in May 2013. The route took our group of approximately 20 cyclists across the bridge. Following the law, and protecting the safety of pedestrians also using the bridge, we rode across with automobile traffic.

Those familiar with the Roebling Suspension Bridge know that it is somewhat famous for the humming sound it makes as you drive across. Well, this sound is created by the friction between each vehicle’s tires and the grated bridge deck. That same deck that evokes such a pleasant and memorable sound, also can at times redirect a car slightly as it navigates the numerous grooves.

This also occurs for people traveling across the bridge on bicycles, although to a much greater effect due to the lighter weight of the bike compared to the car.

This same phenomenon exists on dozens of Chicago’s famous bascule bridges. The bascule bridge type was invented in Chicago and proved to be an engineering innovation still paying dividends more than 100 years later. The design, however, requires a delicate management of the bridge’s weight distribution – even a new coat of paint has the potential to throw things out of whack.

Chicago has seen an explosion in the number of people using bicycles as their form of transportation, and, as a result, saw many cyclists crashing on the bridges due to the grooves in the grated bridge decks and their joints that are similar to what exist on Cincinnati’s famed Roebling Suspension Bridge.

The Chicago Department of Transportation (CDOT) came up with a solution that aimed to remedy the safety hazard while also respecting the delicate balancing act required to make bascule bridges go up and down.

That solution is the ‘Kathy Plate’ application, which is named after activist Kathy Schubert, who lobbied for the plates after she had crashed on Chicago’s LaSalle Street Bridge.

It is a fiberglass plate that is affixed to the bridge deck where bicyclists would be riding, thus creating a smooth and consistent surface without throwing off the bridge’s weight distribution.

Mike Amsden, Assistant Director of Transportation Planning with CDOT, told UrbanCincy that the city initially used steel plates or concrete infill, but has since switched to the fiberglass alternative due to its lower cost and lighter weight. As of today, Chicago has one bridge with steel plates, seven with concrete infill, and five with the new fiberglass plate option.

Amsden says that CDOT first began using the fiberglass plates more than two years ago, and has not yet needed to replace any of them – even with Chicago’s harsh winters.

“The open grate bascule bridges can be very slippery, especially when wet,” Amsden explained. “Because bridges can be such a barrier to bicycling, we’re putting extra emphasis on making our bridges bicycle friendly.”

CDOT says that they incorporate these fiberglass plates on any bike lane project that crosses a bridge, and uses the concrete infill option on bridges that are being reconstructed, regardless of whether a bike lane crosses the bridge.

“We match the plate width to the approaching and departing bike lane width,” said Amsden. “So, as you can see on Dearborn, it’s a wide two-way bike land, so the plates are much wider.”

There are no marked bike lanes approaching or departing from the Roebling Suspension Bridge, but cyclists typically use the congested and winding sidewalks cantilevered outside of the bridge columns.

A simple application of these fiberglass plates in each direction could help to improve safety and mobility on Cincinnati’s most iconic bridge.

According to Queen City Bike, it is something they said they would like to research further and consider for potential application on the Roebling Suspension Bridge.

Episode #36: Summer Update

Uptown Transit DistrictOn the 36th episode of The UrbanCincy PodcastJohn and Jake join Travis for an update on several projects happening around Cincinnati.

The main focus is transportation, with discussion of the Brent Spence Bridge and other I-75 work, the new MLK Interchange at I-71, Central Parkway bike lanes, the Uptown Transit District and various Uptown shuttle buses, as well as an update on the streetcar construction progress.

We also discuss the Uptown Consortium’s vision for new pedestrian-friendly development along Martin Luther King Drive, and revisit the conversation about the possibility of a downtown grocery store.

Chicago Serves as a Model for Midwestern Cities Looking to Bolster Bicycling

For the past few years anyone with an interest in bicycling has seen their Facebook and Twitter feeds stuffed daily with bike lane and bike share project updates from cities around the United States. Much of that news has come from our northern neighbor Chicago, where its first of 100 planned miles of protected bike lanes opened in 2012.

In 2013 Chicago also launched the nation’s third-largest bike share program, a 300-station network sprawling across large sections of the city. Then, in early 2014, construction began on the $60 million Navy Pier Flyover, an elevated structure that will speed Lakefront Trail bicycle traffic over the Chicago River and the congested Navy Pier tourist area.

In May I spent part of a vacation day biking 35 miles around Chicago to see its various recent bicycling improvements for myself. This ride included The Loop, parts of the Lakefront Trail, and various residential areas where bike lanes have been recently created.

Dearborn Street Two-Way Protected Bike Lane
This two-way protected bike lane opened on the otherwise one-way Dearborn Street in November 2012, and is among the most talked-about new bike lanes in the country. It occupies a 10-foot wide strip on the west side of this major north-south street, with bikes separated from vehicular traffic by bollards and on-street parking.

To manage conflicts between two-way bike and one-way automobile movements, bicycle traffic is controlled by dedicated signals at about a dozen intersections in The Loop.

I biked the length of this protected lane in both directions beginning at about 4:50pm on a weekday. It was immediately obvious that travel in the lane during rush hour was not particularly fast or orderly — pedestrians often stepped into the bike lane to hail cabs or to cross Dearborn Street mid-block. At cross-streets, bicycle traffic was sometimes unable to proceed when signaled due to surges of pedestrians or gridlocked traffic.

Bicyclist behavior within the protected lane was more chaotic than I expected.

Commuters riding their own bikes often passed slower Divvy bikes and northbound bikers sometimes drifted between the protected bike lane and Dearborn’s vehicular lanes. I observed a handful of northbound bicyclists ignoring the protected bike lane altogether, instead biking in mixed vehicular traffic up Dearborn Street as they had for the past 100 years.

Divvy Bikeshare
Chicago’s “Divvy” bike share system began operation on June 28, 2013 and by year’s end the system logged over 700,000 trips. This year the system is planned to expand from 300 to 400 stations and add 1,000 bicycles to its existing fleet of 3,000.

To say that the Divvy bikes are popular would be a gross understatement – the extent to which the blue bicycles have become a ubiquitous feature of Chicago’s cityscape in their first year has no doubt silenced all critics.

To that end, the utility of shared bicycles in Chicago is aided by the city’s flat layout. Recently a writer from Seattle expressed some skepticism of a planned bike share program’s popularity in the hilly Emerald City.

Similar questions have been raised locally and intensely debated on Internet forums. The questions bear enough validity to cause many proponents of Cincy Bike Share to concede that Uptown and Downtown operations may function and serve different customers from one another.

Navy Pier Flyover
Chicago’s Lakefront Trail stretches 18 miles along the city’s lakefront, and is home to a crush of bicycle traffic unlike anything to be seen in Cincinnati or elsewhere in the Midwest. In fact, the Active Transportation Alliance claims that Lakefront Trail is the busiest in the United States with peak daily usage reaching 30,000 people at key points.

Every type of bicycle and every type of rider uses the trail, along with joggers, walkers, and inline skaters – motivating the Chicago Tribune to remark earlier this year that the Lakefront Trail is “claustrophobic and dangerous—the antithesis of the shoreline as a refuge from urban crowding.”

The Navy Pier Flyover will link the north and south halves of the trail with 16-foot wide elevated approaches to the Outer Drive Bridge. The trail will cross the Chicago River on a new structure cantilevered off the west side of the famed 77-year-old bascule bridge.

General Observations
As someone who grew up biking the monster hills and hostile commercial avenues of Cincinnati’s west side in the 1980s, riding in Chicago – even the many areas without new bike lanes — is by comparison a piece of cake. So easy in fact that it’s boring.

Virtually all of Chicago’s streets are perfectly flat, perfectly straight, and traffic moves at pretty much the same speed and in the same fashion on all of them. There is little to no sense of exploration and discovery during a bike ride around Chicago – no wonder the Lakefront Trail is so popular when a ride between any two neighborhoods has the same character as any other combination.

No Chicago bicyclist knows anything like our varied street characteristics, our innumerable odd intersections, and of course the two-mile downhill runs that can be strung together between various Cincinnati neighborhoods.

Experimenting with side streets and alternate routes between points A and B is something that keeps the avid Cincinnati bicyclist exploring the city, year after year, and familiarity with all of the hills is a point of pride.

When Cincinnati’s bike share begins later this year, and if we eventually build more protected bike lanes beyond the current Central Parkway project, no doubt bicycling will become more popular in the center city, basin neighborhoods, and across the river in Covington and Newport.

Any city, however, can paint bike lanes and buy a few thousand bike share bikes, but the endless range of leisurely or challenging rides available to the Cincinnati bicyclist is something Chicago and most other American cities will never have.