A very short history of bike planning in Northfield

Photo of group of bicyclists crossing a bridge

I have been spending a lot of time as the unofficial historian of bike, pedestrian and street planning over on Facebook, so I decided to put together a quick history of how we got here. This is the bullet point list with links to the full documents on the City of Northfield website.

2001 Comprehensive Plan: This plan highlighted biking as an “appropriate local mode of transportation and called for designating bike routes, building trails, and providing bike parking.

2006 Greenway Corridor Plan: Initiated by citizens, this plan created a network of regional trails following natural features linked by trails and bikeways through Northfield. The East Cannon River Trail is one facility built from this plan, as well as preserving trail/green corridors in new development.

2008 Parks, Open Space and Trail Plan: Mostly about off-street trails for recreation (it’s a Park plan, after all), but ahead of its time in considering the different kinds of riders and the safe connections needed from neighborhoods to trails. It also anticipated the Complete Streets policy by four years in advocating a Complete Streets approach. The plan map was the first bike system map.

Map of 2008 Northfield Parks, open space and trail plan — Parks, Open Space, and Trail System Plan

2008 Comprehensive Plan: This plan pushed back against the many acres of suburban, single family home development in the early 2000s and calls for developing places where it is easy to walk and bike with connected streets, designing local streets with sidewalks, bikeways and narrower street widths.

2008 Transportation Plan: This one begins to look at non-motorized transportation as part of the transportation network (although scooters, ebikes and other things with small wheels, motors and batteries should also be included), but still pretty car-focused.

2009 Safe Routes to School Plan: The Northfield Non-Motorized Transportation Task Force, a subcommittee of the Parks and Recreation Advisory Board, wrote a grant to develop the Safe Routes to School plan. Precipitated by the difficulties getting to Bridgewater Elementary and the Middle School, this plan studied schools, interviewed families, and recommended improvements for helping kids walk and bike to school including the roundabout at 246 and Jefferson Parkway. This plan prioritizes walking and biking connections near schools, such as the 2023 Maple Street protected bikeway and current Lincoln Parkway study.

2012 Complete Streets Policy: Carleton students (with some Olaf student participation) instigated this policy and did the work of building community support to urge the Council to draft a policy which it did. This document is used to consider the facilities needed on each street project to fulfill the goal of streets serving “all ages and abilities.”

2019 Climate Action Plan: Biking and walking are included as ways to help reduce Northfield’s carbon footprint.

2019 Bike, Pedestrian and Trail Plan update: This is where the implementation starts ramping up. This plan update reviewed all the previous plans and made recommendations for the kinds of facilities needed in different contexts and updated the system plan shown above. Staff and consultants rely heavily on this map when designing street projects.

Map of Northfield's planned walking and bicycling network

2022 Pedestrian and Bikeway Analyzation: This report goes even further toward implementation and provides the policy and design background for current projects: “The purpose of this report is to identify how projects identified in the 2022–2026 Capital Improvement Projects (CIP) can be organized to provide the most benefit to people walking and bicycling in Northfield.” This includes cross sections of roadways included in the CIP projects and new policy for “quick build” designs. This was approved unanimously by the City Council.

Many of commenters over on Facebook complain about the wisdom of bike lanes or other street design changes as stupid, a waste of money, and (my favorite) that the city is governed by “tyrants.” However, the Council (5 different mayors and many different Council members and complete staff turnover) has received public support over twenty years for better walking and biking. Changing this trajectory is possible, but it will take significantly more effort and organizing than complaining on social media or speaking at a few Council meetings.

None of the above should be construed as an official response (I chair the Planning Commission, but I cannot speak for the Commission or the City) or an endorsement of particular projects and policies (I’ve got my own concerns and criticisms about how the City has done this work even if I’m generally very pro-bike).

April 11, 2017

Strategic planning in Northfield

The late Dixon Bond once observed to me: “Northfield has a tendency to over-plan.” So when the EDA, Planning Commission and City Council meet in a worksession tonight (04/11/2017) to do some (carefully orchestrated, consultant-driven) strategic planning, I will try to be optimistic that this planning effort will lead to action, rather than simply more plans.

My one (big) priority

Implement the policies already adopted by developing the regulations and funding streams to do so with particular emphasis on linking land use, transportation, sustainability, and building equity in city decision-making (or develop a specific plan for updating or replacing policies believed to be outdated or inappropriate).

Northfield’s 2008 Comprehensive Plan (and the one before it) established a clear vision for Northfield to thrive as a non-generic, distinctive, sustainable small town centered in the historic downtown along the Cannon River (I’ve made a little pledge to avoid the overuse of the terms placemaking, sense of place, vibrant, etc.) respecting the natural environment, increasing housing choices. Subsequent planning reinforced the picture of a city connected by wonderful streets which support all modes of transportation. Our project by isolated project decision-making and regulations have not supported that vision particularly well, but let’s give it the old college(s) try with the strategic planning process by focusing on these things:

1. Safe Complete Routes to School and everywhere else:

Transportation planning should rocket to the top of the list because building better, more walkable, more bikeable, better connected streets is so widely represented in our plans and policies (Complete Streets, GreenStep Cities, Parks and Open Space Plan, Age Friendly Northfield…see here for more). But let’s move beyond the project by project tussles about sidewalks and bike lanes to do these things:

Educate the staff, Council and public about best practices, newer research, and better planning both through workshops or seminars and by hiring better experts for projects. We have a Complete Streets policy, but everyone needs to know how this could transform planning and projects. Learn how walking and biking can save the world (and also here)
Adopt street design standards which will guide planning and design of projects beyond vehicular measures of Level of Service and Functional Classification to create streets which connect people and places and are sustainable.
Plan a network of low stress bike/walk connections and commit funding with particular attention to connecting important places and designing intersections for people outside of cars. Recent conversations about 246/Jefferson that a roundabout “is safe” reflect only crash statistics, but not how safe if feels; plan for making connections convenient and appealing to vulnerable users.
Prioritize completion of the Mill Towns State Trail by adopting the revised route from the Prowe Pedestrian Bridge, along Jefferson Parkway and out of town, collaborating with the DNR, Carleton and other entities to finish the Northfield segment as soon as possible. Trails help connect the city for the people who live here, as well as bringing many to town to ride and spend.
Collaborate with the Northfield School District to really connect the southern schools, reduce traffic demand, and increase walking and biking. I think “collaborate” should extend to funding, for the schools created the traffic and will benefit from solutions.

Northfielders consider how to make the Middle School more Bike Friendly with Steve Clark (Photo: Griff Wigley)

2. Land use and sustainability (both fiscal and environmental)

Revise or replace land use regulations: Although the land development code was recently rewritten, the new regulations do little to help Northfield evaluate the cost of development proposals to taxpayers, make sustainable development easier (or really any development easier), or help shift from the suburban model of development which the Comp. Plan explicitly seeks to do. Here are some suggestions (not comprehensive nor exhaustive)

Housing, affordable and denser: In the early 2000s, Northfield built many acres of market rate, single family homes, but these large lot, 3-car garage sort of houses are not affordable for many nor desirable for some of us and this pattern of development demands much more expensive infrastructure, impedes walkability, and creates income ghettos (see equity below).The Comp Plan principle of more housing choices can be approached by allowing (and encouraging) greater density in existing neighborhoods by getting rid of some of the recent regulations.
- Accessory dwelling units: Repeal Northfield’s over-specific regulations such as the current accessory dwelling unit regulations (must be part of a detached garage among other things), “granny pods” and the rental code. A better strategic priority would be to make it easier for property owners to add accessory dwelling units which meet their needs and market needs (caring for relatives, investment rental property, constraints of the property itself).
- “Missing middle” housing in existing older neighborhoods should be encouraged (see small scale, incremental below).
Score development proposals based on fiscal productivity to determine whether the private tax value generated will be sufficient to support (and replace) the public infrastructure expenditure. The NW business park is the sort of development which screamed for this sort of analysis, but the same process should be applied to new residential development, too, to take a longer term look at the benefits and liabilities of new projects justified as economic development. Simply repeating “Grows jobs and tax base” without doing some of the math is superstition of the highest order.
Encourage small scale, incremental development. Current regulations favor big developers and large projects; Northfield should focus on welcoming and enabling incremental development. For inspiration, take a look at Lean Urbanism and the Incremental Development Alliance.

Missing Middle Housing (Image: Missing Middle)

3. Equity

Take a look at the Census income map and Dot race map which show how racially and income segregated Northfield is…and then think who shows up to city meetings. Northfield city government should work for everyone, not just me as an educated, affluent, white woman who shows up at the public meetings and knows how to navigate “the system.”

Consider in a deep and intentional way how the City can learn from the people who live here as well as informing us about city plans and projects. “Asking the same 12 people to come to a meeting on a Thursday night is not the most effective plan…Instead of asking, ‘Who’s not at the table?’ we try to ask, ‘Whose table are we not at?’” Right now, I’d argue, Northfield City government mostly waits for people to come to its table (which is set for 6 pm on a weeknight at City Hall).

Finally, not so much a priority as an exhortation – please do not govern by referendum or public hearing, but as informed representatives who weigh the data, the public comments (which you have worked hard to solicit from a broad range of the community), the budget, and make equitable decisions for the common good of Northfield. Please help residents learn about where the money comes from and where it goes, educate Northfield about possibilities rather than playing to fears, hire the best staff and consultants, and use real data to make decisions rather than voting by gut instinct and who shouts the loudest. Challenge yourselves to learn enough to make equitable, sustainable decisions for the rest of us.

March 17, 2015

Development pattern productivity, continued

“No additional financial impacts are anticipated,” claims the staff report accompanying proposed revisions to Northfield’s nightmare land development regulations. Yet the proposed changes will change zoning around Northfield’s downtown to make lower density, less compact development the default pattern and this does have financial impacts for the City of Northfield.

The motivation for the changes is to make development easier and help cure Northfield’s purported reputation hostility to business, developers and development. Yet the discussion has only focused on making it easier and cheaper for developers and not on the longer term impacts for the City of Northfield and its taxpayers.

Mayor Graham was the first (but certainly not the last) person to call me anti-growth and anti-business, so let me say again that neither is true. I wholeheartedly support making the development permit process easy, predictable and cheap for developers. I urge the Council, Economic Development Authority, NDDC, and Chamber to work to encourage business and development in Northfield by retaining current business and attracting new companies.

But, and of course there was a but, I continue to advocate for the City to work to make developing in a pattern which will sustain the City financially the easiest choice rather than changing the regulations to development which is less profitable for the City the norm. Tonight, the Council should have a robust discussion about how to make the most productive use of land in Northfield for the taxpayers and how to help developers make money in the short term so the City can prosper in the long term.

Private development depends on a great deal of public infrastructure water, wastewater, stormwater, and roads. While developers usually pay for the required improvements (but the proposed business park plans also proposed to subsidize this, too), the infrastructure is all dedicated to the City – to me and my fellow taxpayers – to maintain, repair and eventually replace. It matters a great deal whether the development the City permits can pay for the costs to maintain the infrastructure and some development patterns yield more revenue.

To help the Council consider what I mean about more productive vs. less productive development patterns, let’s do the numbers. Following in the footsteps of Strong Towns “Taco Johns math” in Brainerd and Joe Minicozzi’s work in Asheville, NC (and an additional example from Rochester), I offer three examples of different development patterns in Northfield with taxable market values and tax revenues (from Rice County public records) compared on a per acre basis to compare apples to apples. The downtown block is by far the most efficient and highest producing use of land on a per acre basis.

When considering how to zone and regulate land, the City’s interest should be to guide development in a pattern which produces the most tax revenue for the least cost in terms of infrastructure. The proposed revisions to the LDC help create lower density and lower productivity for the City.

Downtown Block

The development pattern is on a traditional grid street pattern with mostly two-story construction (there are a couple of single story buildings plus the taller First National Bank and Grand Event Center), zero setbacks, and sidewalks. This block has a mix of residential (apartments on upper floors along Division Street as well as an apartment building on Washington), retail and service businesses at street level plus additional business uses on upper floors (this makes for greater density of jobs, too).

Total acres: 1.71 (not including city parking lots)
Total Market value: $4,192,400 (not including value of parking lots)
Total Tax revenue (State, county & city level): $148,586
Value per acre: $2,451,696 (w/o parking)
Tax revenue per acre: $86,892 (w/o parking)

Southgate Mall development, Highway 3

This development was built in 1976, well into the suburban, highway and automobile-oriented phase. The single-story structure with parking in front on a state highway frontage road is difficult to reach except by car. The sidewalk and new-ish bike trail along the river behind this development get pedestrians and bicycles close, but there is still no direct access. The highway oriented development requires considerably more infrastructure – a frontage road and a state trunk highway – as well as requiring off-street parking for additional distance for pipes and more stormwater runoff to manage.

Total acres: 1.16
Total market value: $152,500
Total tax Revenue: $4,982
Value per acre: $131,466
Tax revenue per acre: $4,295

Target/Cub development

Moving further south on Highway 3, the early 21st century big box development of Target and Cub (plus Applebee’s Restaurant) is also single-story, requiring a much greater amount of land for parking and the location at the far south end of town makes it less accessible for many on foot or bicycle. Additional improvements to highway intersections and local connections streets added to the public cost.

Target, Cub Foods and Applebees development, Highway 3 south

Total acres: 26.4 (13.8 for Applebees/Cub + 12.6 for Target)
Total market value: $10,721,700
Total tax revenue: $446,882
Per acre value: $406,125
Per acre tax revenue: $16,927

On a per acre comparison, the denser, multi-story, mixed use downtown block is the clear winner as I’ve argued before, but now provide the numbers. As luck would have it, the proposed land development regulations share an agenda with a proposed resolution supporting a state omnibus transportation funding bill that provides additional dedicated state funding for city streets (including non-MSA street maintenance, construction and reconstruction). How much of the pain the omnibus transportation funding bill is trying to solve is self-inflicted by building more than we can afford?

Consider why Northfield and other cities need more money for local roads; one reason is that cities have built a great deal of infrastructure to support very low return development that cannot support itself. Working toward revising how we build can also help change how resilient and prosperous Northfield will be in the future.

November 16, 2013

Cycling roundup

What would help you get on a bicycle and ride to the store – yes, you there, the one who hasn’t ridden a bicycle since childhood but might be willing to try it if conditions were right? People for Bikes has a nice series trying to sell cycling to the uncertain “swing voter.” I’m even more curious how the completely committed cyclists react, because the overall message is not about how great cycling is, but how to advocate for better bike facilities which make cycling easier for everyone. No one should be surprised that perceived (lack of) safety is a big obstacle, but more surprising that the safety of better facilities is also not much of a selling point.

And then there’s all the good stuff about cycling:

Building business support for cycling by way of the Missouri Chamber of Commerce. This piece has a great little 7 step guide to advocacy from within.

The only happy commuters are cyclists, or can urban design make people happy? Long commutes and the combined cost of housing and transportation costs, while not about cycling, are getting some attention.

And how Groningen, Netherlands achieved cycling greatness. Spending 15 minutes watching the video is fun and shows real people riding around town. If you don’t want to spend the time, the secrets are: (1) not a piecemeal approach, (2) connecting places, (3) making cycling easier than driving in some locations, (4) separating cyclists from high speed traffic, and (5) political will. The other comment made frequently: cycling costs less. Here’s a comparison of British streets and Dutch streets to see how different places allocated space differently to accommodate cyclists and here are all the myths and excuses about cycling in one place.

Is it OK to kill cyclists? asked Daniel Duane in the New York Times. In the US, if you’re going to kill someone, bumping off a cyclist with your car is a pretty good way to get away with murder. Even here in England, where the cycling climate (and the regular sort of climate) is quite different, killing cyclists goes largely unpunished (though “my” MP Julien Huppert has been working on it). Apparently, we’re expendable.

I blogged earlier about strict liability (where the driver of the motor vehicle is presumed liable for the accident, unless she can prove she is not at fault) and “my” MP Julien Huppert has also raised this issue. In a related development, exposing the “blame the victim” problem with pedestrian and cycling fatalities is on the upswing, see this New York example (police say pedestrians should carry flashlights so cars don’t jump the curb and kill them).

After the NY Times piece, the Economist has a very good summary of the policy and what would happen in a variety of circumstances. To sum up:

This regulatory regime places an extra burden on drivers. That burden can be summed up as follows: before you turn, you have to check carefully in the mirror to see whether there’s a cyclist there. That’s it. When you are driving in the Netherlands, you have to be more careful than you would when driving in America. Does this result in rampant injustice to drivers when accidents occur? No. It results in far fewer accidents.

December 26, 2012January 1, 2013

More about development economics and history

I’ve been cleaning out my office at the end of my Council term. In addition to recycling mountains of paper and gaining a great deal more storage space, I’ve been pleased to discover that my personal policy development has been quite systematic from my days on the Planning Commission to the present.

I even found my first Planning Commission fan mail. This little note from 2002 was sent in response to my questions about one of the residential developments underway at the time and applauding for standing up to the Council which was calling me anti-development. What I was starting to ask, in a very clumsy way, was what’s the cost to taxpayers of various kinds of development rather than trying to reduce the impact of government on development costs for particular projects (which is what people usually glom onto).

My point all along has been: government is a player in the market (by regulating what can be built, incentivizing/subsidizing certain types of projects, by its tax structure) and as a party to individual development deals like subdivisions, planned unit developments, etc.

While working to develop policy and regulations which do not unfairly burden business (in the short term), the city must also consider its own (that is, taxpayers’) interests in the long term (call it a governance perspective).

Fortunately, many others have started asking the same questions (and/or the internet resources have been exploding to make them more accessible) over the last 10 years and here are a few of the things I wish I’d been able to bring up in 2002 and certainly want to highlight in 2012:

For all that residential development, I wish I’d had The power of greenfield economics ready at hand and been able to speak intelligently about “the proverbial elephant in the room [which] is the amount of sprawling, redundant public and private infrastructure we’ve built since the end of World War II.”

So now, as Northfield struggles to fund maintenance of all that infrastructure it has already built, the city might be able to ask how government policies (from the feds on down) have been part of the problem and how Northfield can look beyond what seem like quick solutions to longer term, sustainable changes which both support economic development without adding to Northfield’s long term debt burden and forgoing tax revenue through tax abatements or other incentives.

And some follow-up:

That NY Times series on subsidies got a lot of attention from the policy people. MN2020 published its own 2 part series with Part 1 and Part 2 (the more interesting of the two with details of an Iowa subsidy situation). MN2020 also cites its 2007 report Chasing smokestacks, stranding small business focusing on shifting MN public policy. Strong Towns included links to the NYT series in their Friday Digest.

December 11, 2012

Not all development patterns have the same price tag

And for my last Council meeting, the business park is on the agenda for discussion…so here’s one more attempt to ask questions about the cost and scope of this project.

The background as we know it: 530 acres annexed west of the hospital to be master-planned and developed as a business and residential development. Required improvements include roads (to TH 19, North Avenue, Decker Avenue, 320th Street, “Cedar” Ave. and new interior roadways), sewer (including lift station), water (including elevated storage tank) which “should not be assessed to business park property, increasing the cost of development.” Phase I is estimated at about $14 million in improvements; Phases II-IV would add another $15 million. The breakdown of the development expected includes not just the commercial/industrial development we hear about most, but a substantial amount of housing and retail.

That cost of development issue should make everyone pause…

Of course, it would raise the cost of development to completely prohibitive levels if the costs were assessed to the property. But, if the costs are not assessed to the property, that burden will fall to the City taxpayers (and state and perhaps federal taxpayers depending on the package of aid that’s cobbled together). Further subsidies to attract business like tax abatement, TIF, etc. will further increase taxpayers’ costs and decrease the tax benefits.

1. My general question: how can we grow the tax base and add jobs without massive subsidies (which is what those infrastructure improvements would be) which would effectively shrink tax revenue to pay off the improvements.

2. My more specific question: how can the Council, staff, business community and taxpayers learn how much it is likely to cost them (and what assumptions about the rate of growth and the economy underlie those projections) and will that cost ever be recouped through tax revenue.

3. I also have question the wisdom of master planning an area which will take decades to build out. My experience on the planning commission with residential development was that the master plan would be drafted, but within just a few years changes would be requested to adjust densities, change housing styles, subtract roads, change stormwater management, etc. Is it likely that the lot layout, use designations, environmental/landscaping/natural features, etc. in the business park will help development or will the plan constrain business development over time?

My bottom line: Northfield has not evaluated the cost of this project for taxpayers over the long term and has not explored meaningful alternatives to reduce cost. Indeed, the entire process has been conducted backwards with questions about feasibility, cost, location, etc. happening after the plan has been drawn without considering that not all development locations and patterns come with the same pricetag.

I am advocating for 2 things:

maximizing use of current infrastructure before building new (because we’ve already paid for it and are maintaining it). Extending infrastructure in the hope of development is a gamble with tax money I am not willing to take.
building in patterns which support density (to put more taxpayers per acre or per foot of pipe to support the infrastructure), but not for a particular look and feel.

A little digest of other things I’ve written and where I get my information:

From this blog (with links to many places):

The cost of doing business: On the New York Times series on business subsidies. Of special note, the difficulty for local governments to determine costs.
Business incentives and Cabela’s: Detailing the amount of money Cabela’s has received in subsidies and whether it matters.
League of MN Cities Community Conversations report is out: LMC projects that without policy changes, cities will be bankrupt in the near future. However, the LMC does not consider development pattern or the subsidy issue directly (unfortunately).
How streets got this way: The prevailing opinions on development, zoning, etc. are not free-market issues, but products of regulatory incentives
Fixing the problem by looking at development pattern rather than just “grow the tax base” or “raise taxes” – how we development can be more or less expensive depending on how well we utilize our infrastructure dollars.
Not just liberal types believe in downtown: Opposing the museum theory of downtown by asking about the tax value of dense urban development vs. suburban style business parks.
Another business park: the highly subsidized Elk Run business park is still empty.
What can government do? to encourage job development without massive subsidy.
Infrastructure is important, is crumbling, and needs serious policy change, not just dollars.
Council talks business park: Same questions, no answers.

From other places:

Generally, see Strong Towns for much more information and links to even more (full disclosure: I give $$ to Strong Towns because I think their questions are critical). The Friday Digest on their blog give a wealth of information.
Report on effectiveness of business subsidies from the Lincoln Institute of Land Policy (mostly state level subsidies):
Comparing the value of development patterns: From New Zealand, Asheville NC, and Northfield.

October 18, 2012

Different debate questions

Presidential debates usually make me think about moving to Canada since the likelihood of either candidate actually answering a question is abysmally low and the only excitement comes from the random zinger of a comment, factual screw up, or public speaking trainwreck (I depend on the Brits for the most entertaining and pointed commentary and American media for the transcript). I’d like to believe, however naively, that the President of the United States does more than repeat familiar phrases or score points for verbal jabs in the course of his employment.

I would like some answers from candidates, though, and Chuck Marohn has a different list of questions over on Strong Towns which get at some of the issues I care about. It might be fun to ask them on the local level, too, and see if we can get beyond repeating the usual answers and catchphrases about growth, infrastructure, regulation and the like to ask what would really work and what it would cost.

July 23, 2012

Community Conversations report is out

Back in 2011, Northfield was one of 12 cities around the state selected to participate in 4 meetings convened by the League of MN Cities called Community Conversations. The final report is now out. The conversations started from the sobering projection that

if cities remain on their current financial path and no policy changes are made, all types of cities in all regions of the state will be broke by 2015.

The meetings covered what services cities provide, new ways to provide services, paying for the services and guiding decision makers. The report doesn’t go nearly as far as Strong Towns does in evaluating how cities have grown and spent money, especially on infrastructure, but it’s a good start and great community engagement.

July 14, 2012

End of the road

I really don’t know how I missed this one, but in 2009 Virginia enacted a law which doesn’t quite ban cul-de-sacs, but makes state funding for street maintenance and services contingent on not building any more of them. I really don’t know how I missed it because this development was selected by the New York Times as a 2009 Idea of the Year and got a lot of other press.

Why is this noteworthy?

I’ve been anti cul de sac for years. Not because I don’t like 3 car garages, as has been suggested somewhere recently. Not because I am anti-car/pro-bike. Not because I have some aesthetic problem with suburban development. Because CUL DE SACS COST MORE – it is more expensive to plow snow, there are very few taxpayers per foot of street surface, and they force traffic onto a few collector streets which are often less direct, longer and wider (more pavement, more cost).

Less direct costs: The lack of a connected street network also makes transit service so inefficient as to be almost impossible (requiring huge subsidy as well as making travel time unreasonable and usage low), makes walking and cycling connections more difficult, and creates traffic issues like those around Northfield’s middle school (which costs the school district more in busing and created a deadly intersection which will cost much to retrofit). The downstream costs to air quality and public health are only beginning to be calculated.

How Virginia does it: In VA, streets are built then dedicated to the Commonwealth – apparently, much street maintenance is funded at the state level. Now, before being accepted, the street is reviewed to determine if it “meets or exceeds the public service, pedestrian accommodation, and connectivity requirements.” otherwise, the street will not be accepted into the network (and the local unit of government is on the hook).

Infrastructure is expensive. In the future, Northfield needs to understand that not all street patterns come with the same price tag – we need to either transfer the full life-cycle cost of inefficiency to those who would like to build this way or look to changing development patterns for sustainable infrastructure spending.

April 6, 2012May 12, 2022

Bicycling and the NRA

Bike Advocacy from the NRA Playbook got my attention since I am pro-bike and but not pro-gun. The idea is not to whip your handgun out of your saddlebag or jersey pocket to shoot the motorist who ran you off the road. No, apparently the NRA’s success at growing the organization and its almost legendary lobbying power comes from its strategy to make gun ownership something for ordinary people.

So, for cyclists, rather than trying to make riding a bike a special, environmentally-friendly, physically fabulous, morally superior sort of activity, we should be trying to show how regular people ride bikes and you can too. If we marketed cycling and bicycles in NRA fashion, here’s what author Tom Bowden suggests:

The important lesson is to stay on the main messages — the ones most people can accept.

Bikes are good for America! Let people make their own assumptions why.

Bikes solve problems! Just let people decide which ones they care about.

Bikes are fun! But let the riders decide how and where they like to ride.

Bikes are healthy! And riders can decide if they are interested in weight loss or improving their half-ironman times.

Bikes are safe! And let people make their own judgment how much protection they need based on the riding they do.

This won’t help with road and street design which overwhelmingly favors cars or funding more complete streets, but I do think making cycling more appealing for regular folks is more likely to succeed than trying to get them to join the lycra-clad, tech-obsessed racing group.

On the flip side, here are 9 reasons not to ride your bike to work which pokes people for making excuses, but also provides some practical advice (like not worrying about having the perfect bike and rain pants).