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"Today we often forget that prior to World War II, every city in America was built for easy walking and biking. In fact, the idea of living in a walkable place is nothing radical. What was radical was the program we undertook to build an entirely new type of human life. We built networks of roadways and freeways like nothing any society had ever seen before. We tore down entire neighborhoods to accommodate these roads as well as the parking lots and garages required by the cars that would travel these roads; at the same time, we ripped out the tracks for streetcars and trains."

Kevin Klinkenberg on the journey we’ve taken to create unwalkable cities.  (via thisbigcity)

(via urbanresolve)



Secret formula for a boost in cycling: infrastructure + a crappy drive
After reading this post about a sudden cycling surge in Copenhagen, I think Atlanta has a great chance at getting a boost in cycling activity. Why? Because it turns out that the formula for getting that boost = great cycling infrastructure + being a really crappy place to drive. 
We’ve already got one of those down pat! Now we just need to add the cycling infrastructure. Seriously, if we had an extensive network of protected bike lanes in Atlanta, it’s a cinch that masses of in-towners would gladly get out of the car traffic and start pedaling. 
AND SPEAK OF THE DEVIL…
The Atlanta Bicycle Coalition points on on their website that we actually have a good opportunity in Atlanta right now to help “add up to 100 miles of comfortable and connected bikeways in Atlanta.” All we need is to get the city to devote 15% of a proposed $250 million infrastructure bond toward the construction of new bike lanes. 
ABC asks that you attend one of the following meetings on the bond to let your voice be heard:
July 8 from 6-8 pm: Atlanta City Hall Auditorium (Old Council Chambers) 68 Mitchell Street 
July 15 from 6-8 pm: Charles R Drew Charter School in East Lake/Kirkwood
July 16 from 6-8 pm: 1705 Commerce Drive Atlanta, GA 30314
Read more about it on the ABC website.
Photo of Atlanta cyclist from Tumbr user naoyawada

via climateadaptation & atlurbanist:

Secret formula for a boost in cycling: infrastructure + a crappy drive

After reading this post about a sudden cycling surge in Copenhagen, I think Atlanta has a great chance at getting a boost in cycling activity. Why? Because it turns out that the formula for getting that boost = great cycling infrastructure + being a really crappy place to drive. 

We’ve already got one of those down pat! Now we just need to add the cycling infrastructure. Seriously, if we had an extensive network of protected bike lanes in Atlanta, it’s a cinch that masses of in-towners would gladly get out of the car traffic and start pedaling. 

AND SPEAK OF THE DEVIL…

The Atlanta Bicycle Coalition points on on their website that we actually have a good opportunity in Atlanta right now to help “add up to 100 miles of comfortable and connected bikeways in Atlanta.” All we need is to get the city to devote 15% of a proposed $250 million infrastructure bond toward the construction of new bike lanes. 

ABC asks that you attend one of the following meetings on the bond to let your voice be heard:

  • July 8 from 6-8 pm: Atlanta City Hall Auditorium (Old Council Chambers) 68 Mitchell Street 
  • July 15 from 6-8 pm: Charles R Drew Charter School in East Lake/Kirkwood
  • July 16 from 6-8 pm: 1705 Commerce Drive Atlanta, GA 30314

Read more about it on the ABC website.

Photo of Atlanta cyclist from Tumbr user naoyawada

via climateadaptation & atlurbanist:

*15

The Simple Power of the Bicycle

another article summarizing transportation x urbanization x climate change x advocacy x urban planning.

Transportation is the largest single source of air pollution in the United States. According to the Union of Concerned Scientists, fine particulate matter alone, much of which comes from transportation related emissions, is responsible for up to 30,000 premature deaths each year. Yet transportation is one of the areas that we, as individuals, have the most ability to control. A whopping 60% of carbon emissions generated by transportation in this country originates from cars and light trucks (the remainder mainly from heavy-duty vehicles & airplanes). The average person who bikes five miles to work, five days a week, avoids 2,000 miles of driving a year – the equivalent of 100 gallons of gasoline saved and 2,000 pound of CO2 emissions avoided. This equates to saving 5% of the average American’s carbon footprint. This means that regular people like you and me have the greatest potential to turn this problem around.

Simply put, too many people are burning too much fuel in single-occupancy vehicles. Fortunately, a surprisingly straightforward, inexpensive, and low-tech solution to this problem is right under our noses or, more likely, stored in our garages..

Americans are no different than our friends in northern Europe when it comes to making basic lifestyle choices. How we decide to get to work, bring our kids to school, or move around for errands or recreation is largely based on what’s most convenient and expedient for us personally, not some grand environmental motivation. If it’s easier and faster to drive, we usually do. If transit is most convenient, we take the bus. If biking proves speediest and most enjoyable, then we’ll pedal.

Unfortunately for our environment (as well as our pocketbooks and general health), American communities have largely been built to prioritize automobiles, making it a challenge to see bicycling, transit, or walking trips as the most attractive options in many places.

This is where the work of bicycle advocates can be most effective. Our focus is on improving the policies, plans, and investments needed to make communities bicycle-friendly so that more people have the option of biking for more of their trips.”

by Leah Shahum, sfbike.
read more: stanfordenergyclub, 07.04.14.

via citymaus:

*45

bikeyface, 03.04.14.

via citymaus:

*90

"We want to create an environment where people want to walk in, want to bike in and want to take transit in. And that is not a sea of surface parking lots."

Parking Lots Demolished in Cities’ Revenue Bid as Driving Wanes | Business Week, 4/10/14 (via atlurbanist)

(via urbnist)

*9

We swallowed a fly - a cautionary transportation tale: Eric Bunch at TEDxUMKC

Eric Bunch, Director of Education at BikeWalkKC, manages bicycle and pedestrian educational programming and the operations of Kansas City B-Cycle, the city’s public bike share system. Eric also is leading an effort to make KC Public Schools more walkable and bikeable.

*3
*21

America's Cities Are Still Too Afraid to Make Driving Unappealing

(Source: thisiscitylab)

*6


bikeyface: fair weather, 21.11.12.
had a good week with some sun and highs of 60°F (15C) in PDX. 
but it might rain a little today (though I hope it won’t). before another few days of sun. 
I think I’ve finally identified a general weather pattern in PDX:
few days (like at least 4) of rain. then one day sunshine. followed by another stretch of rain.
few days (max 6 or so) of sun, no rain. then rain again before a couple more sunny days.
or few days of rain for only some hours of the day, then like 20mins of sun. for a while.

Bikes are fun in the sun but still sensible in the rain.
via newurbanismfilmfestival & citymaus:

bikeyface: fair weather, 21.11.12.

had a good week with some sun and highs of 60°F (15C) in PDX. 

but it might rain a little today (though I hope it won’t). before another few days of sun. 

I think I’ve finally identified a general weather pattern in PDX:

  • few days (like at least 4) of rain. then one day sunshine. followed by another stretch of rain.
  • few days (max 6 or so) of sun, no rain. then rain again before a couple more sunny days.
  • or few days of rain for only some hours of the day, then like 20mins of sun. for a while.

Bikes are fun in the sun but still sensible in the rain.

via newurbanismfilmfestival & citymaus:

Concept for a bike storage system that takes up unused urban spaces. 

via urbanination:

(Source: nickkahler)

*5

Crowdfunding the Bike Share Revolution in Kansas City
Two years ago on a hot June night in North Kansas City, volunteers and bike advocates gathered on the shop floor of a giant warehouse with stacks of boxes at the back. As the volunteers mingled preparing for the task ahead, Eric Bunch, Sarah Shipley, and Eric Rogers, co-founders of BikeWalkKC, gathered the crowd to inform them of the unique task at hand. Their vision was bold: to transform one of the worst cities for biking into the one of the greatest with a world-class bike share as the catalyst. The goal of the bike share was to construct 90 bicycles that would be part of the new bike share system that would be launching later that year. All of the volunteers were eager to help and after two successful nights all 90 bikes were ready to hit the streets of Kansas City for their debut. It was a story I covered on This Big City  about the amazing power that a local community can have on transforming a city.
A lot has happened in Kansas City since those first 90 bikes were built. A city once devoid of bike lanes is now seeing the construction of the new streetcar line with the second phase being planned and urban pop-up events such as Cyclovia and BetterBlock having shown city leaders the potential of what a revitalized Kansas City can become with sustainable transportation. City plans that call for bike lanes are either being considered for implementation or have already been painted in. There is incredible optimism in the air, in part, thanks to the leadership of BikeWalkKC and the change that the B-cycle Bike Share program has had on the city. With over 9,500 trips in the past two years, B-cycle users have traveled over 30,000 miles offsetting 30,000 pounds of carbon. The bike share has been instrumental in providing local groups with bicycles for tours and sponsoring bike events like the local Tour de Bier that continues to build Kansas City’s bicycle culture. The success of the bike share system now has BikeWalkKC expanding the bike share network to the neighborhoods surrounding downtown Kansas City.
The expansion comes from BikeWalkKC’s early business plan, developed with their sponsor Blue Cross Blue Shield of Kansas City, two years ago to ensure that the bike share would be able to sustain itself. “B-cycle has chosen to expand now to make the most of a resurgent Kansas City.” says Sarah Shipley, “Bike share has played a big part in recent revitalization in Minneapolis, Chicago, and elsewhere, where it has filled in a gap in local transportation networks: Bike share is for those situations when we need something more convenient than driving and finding parking but faster than walking or taking the bus. B-cycle wants to ensure this benefit comes to neighborhoods, not just the big entertainment districts.” BikeWalkKC has already received federal funding for seven new bike share stations for the southern neighborhoods of Kansas City, one station sponsored by the local philanthropic Kauffman Foundation, and another station is being sponsored by the Nelson-Atkins Museum of Art. These funded bike share stations will help provide much needed bike share stations to the growing neighborhoods south of downtown Kansas City, but BikeWalkKC decided not to stop here. BikeWalkKC had the audacious goal to launch the largest civic crowd-funding to date to bring even more stations to the surrounding neighborhoods of Kansas City.

This heat map shows the bicycle trips taken in Kansas City over the last two years. 
For this ground-breaking campaign, BikeWalkKC turned to long-time friend and local tech start-up Neighbor.ly.Neighbor.ly was developed as a crowd-funding site specifically designed to help support civic projects and community initiatives. “Unlike most bike share systems around the world, Kansas City B-cycle is locally owned and operated. We would like to keep it that way. That’s why we’ve turned to the community to raise funds for our expansion.” Sarah Shipley noted on why B-cycle choose to launch a campaign on Neighbor.ly. The campaign will fund additional bike share stations for other neighborhoods such as Westside, the historic Brookside neighborhood to the south, and the historic Jazz District of 18th and Vine. If the campaign is successful, this will be the largest civic crowdfunded project to date and radically transform Kansas City’s public transportation infrastructure.
Each neighborhood has its own page under the master campaign. This is in part to a strategy BikeWalkKC has implemented since the beginning of the bike share operation. When the first 90 bicycles hit the streets, they were equipped with a GPS to track the bike’s movement and location through the city. While helping prevents thefts, its main intent was to track where the most demand for new stations would be in the future. Tracking a year’s worth of data revealed key nodes where people would often travel to that did not have bike share stations and those locations were integrated as a part of the campaign.
The individual pages for each location also allow for the various neighborhoods to develop their own campaigns within their communities to bring civic infrastructure to their location. “In this way, everyone has a little piece of the pie…When all of this is over, when we have our bike-share system, we’ll have worked for this as a community” says Sarah Shipley. It is this community aspect that BikeWalkKC takes great pride in and is reflected in the support the community has for its bike share.
You can check out the progress of the campaign on BikeWalkKC’s page on Neighbor.ly. With about a month left in the campaign, BikeWalkKC still has a way to go but the future looks bright.
by Kyle Rogler
via ThisBigCity

Crowdfunding the Bike Share Revolution in Kansas City

Two years ago on a hot June night in North Kansas City, volunteers and bike advocates gathered on the shop floor of a giant warehouse with stacks of boxes at the back. As the volunteers mingled preparing for the task ahead, Eric Bunch, Sarah Shipley, and Eric Rogers, co-founders of BikeWalkKC, gathered the crowd to inform them of the unique task at hand. Their vision was bold: to transform one of the worst cities for biking into the one of the greatest with a world-class bike share as the catalyst. The goal of the bike share was to construct 90 bicycles that would be part of the new bike share system that would be launching later that year. All of the volunteers were eager to help and after two successful nights all 90 bikes were ready to hit the streets of Kansas City for their debut. It was a story I covered on This Big City  about the amazing power that a local community can have on transforming a city.

A lot has happened in Kansas City since those first 90 bikes were built. A city once devoid of bike lanes is now seeing the construction of the new streetcar line with the second phase being planned and urban pop-up events such as Cyclovia and BetterBlock having shown city leaders the potential of what a revitalized Kansas City can become with sustainable transportation. City plans that call for bike lanes are either being considered for implementation or have already been painted in. There is incredible optimism in the air, in part, thanks to the leadership of BikeWalkKC and the change that the B-cycle Bike Share program has had on the city. With over 9,500 trips in the past two years, B-cycle users have traveled over 30,000 miles offsetting 30,000 pounds of carbon. The bike share has been instrumental in providing local groups with bicycles for tours and sponsoring bike events like the local Tour de Bier that continues to build Kansas City’s bicycle culture. The success of the bike share system now has BikeWalkKC expanding the bike share network to the neighborhoods surrounding downtown Kansas City.

The expansion comes from BikeWalkKC’s early business plan, developed with their sponsor Blue Cross Blue Shield of Kansas City, two years ago to ensure that the bike share would be able to sustain itself. “B-cycle has chosen to expand now to make the most of a resurgent Kansas City.” says Sarah Shipley, “Bike share has played a big part in recent revitalization in Minneapolis, Chicago, and elsewhere, where it has filled in a gap in local transportation networks: Bike share is for those situations when we need something more convenient than driving and finding parking but faster than walking or taking the bus. B-cycle wants to ensure this benefit comes to neighborhoods, not just the big entertainment districts.” BikeWalkKC has already received federal funding for seven new bike share stations for the southern neighborhoods of Kansas City, one station sponsored by the local philanthropic Kauffman Foundation, and another station is being sponsored by the Nelson-Atkins Museum of Art. These funded bike share stations will help provide much needed bike share stations to the growing neighborhoods south of downtown Kansas City, but BikeWalkKC decided not to stop here. BikeWalkKC had the audacious goal to launch the largest civic crowd-funding to date to bring even more stations to the surrounding neighborhoods of Kansas City.

kcbcycle-gps

This heat map shows the bicycle trips taken in Kansas City over the last two years. 

For this ground-breaking campaign, BikeWalkKC turned to long-time friend and local tech start-up Neighbor.ly.Neighbor.ly was developed as a crowd-funding site specifically designed to help support civic projects and community initiatives. “Unlike most bike share systems around the world, Kansas City B-cycle is locally owned and operated. We would like to keep it that way. That’s why we’ve turned to the community to raise funds for our expansion.” Sarah Shipley noted on why B-cycle choose to launch a campaign on Neighbor.ly. The campaign will fund additional bike share stations for other neighborhoods such as Westside, the historic Brookside neighborhood to the south, and the historic Jazz District of 18th and Vine. If the campaign is successful, this will be the largest civic crowdfunded project to date and radically transform Kansas City’s public transportation infrastructure.

Each neighborhood has its own page under the master campaign. This is in part to a strategy BikeWalkKC has implemented since the beginning of the bike share operation. When the first 90 bicycles hit the streets, they were equipped with a GPS to track the bike’s movement and location through the city. While helping prevents thefts, its main intent was to track where the most demand for new stations would be in the future. Tracking a year’s worth of data revealed key nodes where people would often travel to that did not have bike share stations and those locations were integrated as a part of the campaign.

The individual pages for each location also allow for the various neighborhoods to develop their own campaigns within their communities to bring civic infrastructure to their location. “In this way, everyone has a little piece of the pie…When all of this is over, when we have our bike-share system, we’ll have worked for this as a community” says Sarah Shipley. It is this community aspect that BikeWalkKC takes great pride in and is reflected in the support the community has for its bike share.

You can check out the progress of the campaign on BikeWalkKC’s page on Neighbor.ly. With about a month left in the campaign, BikeWalkKC still has a way to go but the future looks bright.

by Kyle Rogler

via ThisBigCity

*8

Conservatives’ new enemy: Bikes

As political ideas fracture along cultural lines, pundits and politicians are finding cyclists to be a convenient new “them” in the eternal us-them struggle. Even if conservatives don’t all agree that riders are metrosexuals, they “see bikers as obnoxious, rude hipsters,” says Sam Schwartz, former New York City traffic commissioner.

Conservative politicians know that simply opposing causes like environmentalism appeals to the base. At the extreme end, this leads to some positions that almost defy belief—“I love that smell of the emissions,” said the former vice presidential candidate Sarah Palin, while riding a motorcycle—but bikes represent more of an everyday rebuke, a quiet reminder that your car isn’t the only way to get around.

In this respect, Rob Ford isn’t just a mess. He is a visionary—perhaps the first candidate to win an election in part by fanning public annoyance at those reckless, entitled, tax-and-spend bicycle riders. As new bike lanes make their slow incursions into downtown traffic patterns, it’s reasonable we can expect more such victories. It might seem frustrating for bike supporters, but there is one consolation: In politics, you get attacked because you matter.

bostonglobe, 15.12.13.

via citymaus:

Making The Economic Case For Cycling-Friendly Cities With Bikeonomics
We all know that cycling is good for us and that it benefits the environment. But if you want to make the case for something, it helps to have numbers to back you up, especially in policy circles.
We’ve covered a few cycling-economics studies here at Co.Exist. But in Bikenomics: How Cycling Can Save The Economy, the Portland-based activist Elly Blue goes further. Her book is comprehensive account of all the ways cycling can save money, boost revenues, and help the economy broadly and locally.
Here are five key arguments she makes:
HEALTH COSTS
Health is the biggie. “Bicycle infrastructure makes so much economic sense that it can accurately be described as a health investment,” Blue says. Portland says health savings could allow it to recoup spending on cycling by 2015; by 2030, it could save $600 million a year. Blue argues that short trips by bike are a more convenient way for people to get daily exercise (more realistic than going to the gym all the time). Inevitably, she cites Copenhagen, that pre-eminent cycling city. It expects to save $60 million a year in health costs once its network of 26 cycling “superhighways” is completed.
BIKE INFRASTRUCTURE IS CHEAP, AND CREATES JOBS
On average, urban freeways cost $60 million a mile to build. The best type of protected bike lanes cost between $170,000 and $250,000 per mile and need much less maintenance. “Off-street paths cost less than a freeway project would spend on photocopying in a year,” Blue says. Bikeways also create more jobs per dollar than roads, according to one study.
PARKING
Blue devotes a lot of her book to ways we subsidize car ownership—for example, in providing free parking downtown. “An astonishing amount of space in most urban cores is dedicated to the publicly subsidized storage of private property,” she says. When you throw in roads, many cities give up over half their area to cars: 65% of Houston is paved with asphalt, for example. Cites are losing a lot of potential income, Blue says. “Highways and parking lots represent a massive amount of taxable property that could yield thousands of dollars per lot, per year—representing millions of dollars of lost revenue for cities.”
LOCAL ECONOMIES
Studies show that bike parking brings in more revenue than car parking—at least on certain streets. Blue cites a project in Fort Worth, Texas, where 160 bike spaces cost $12,000—about the same as a single car space. Bikers are more likely than drivers to stop and spend, and, of course, you can accommodate more people in the same space. There’s also a potential “green dividend” when people bike about town, rather than driving to suburban malls. Their cash goes to local businesses, not to oil companies and Middle Eastern sheiks. By driving 20% less than other cities, Portlanders contribute $800 million to the local economy, one study says.
CARS ARE EXPENSIVE—PARTICULARLY FOR PEOPLE OF LOW INCOME
The American Automobile Association says driving a sedan costs $9,122 a year on average, not including expenses like parking. Households earning less than $70,000 spend nearly 20% of their income on transport, Blue says. Bikes are much cheaper—just a few hundred dollars a year for maintenance, gear upgrades, and the annualized cost of a bike. She admits people living outside cities face “tremendous” opportunity costs from not driving. But she refutes the stereotypes that cycling need only be for white professionals, Latino laborers, and DUI offenders. Many other people could cycle and benefit from doing so.
In an email, Blue says she wrote the book to give bike advocates stronger arguments than “but bicycling is really healthy and doesn’t pollute.” “I was watching bicycling enter the national conversation as this sort of goofy stereotypical thing that liberals do, like drink lattes and shop at Whole Foods,” she says. “I kept hearing people make economic arguments against bicycling … but bike advocates didn’t have the tools to respond.”
While it has a strong point of view, Blue’s book is rational, fully footnoted—and, in the main, persuasive. There is a clearly a lot of economic benefit to cycling, particularly in and around cities. That doesn’t mean outlawing cars. But it does mean evening up the playing-field in debates. This book should help.
By Ben Schiller

Making The Economic Case For Cycling-Friendly Cities With Bikeonomics

We all know that cycling is good for us and that it benefits the environment. But if you want to make the case for something, it helps to have numbers to back you up, especially in policy circles.

We’ve covered a few cycling-economics studies here at Co.Exist. But in Bikenomics: How Cycling Can Save The Economy, the Portland-based activist Elly Blue goes further. Her book is comprehensive account of all the ways cycling can save money, boost revenues, and help the economy broadly and locally.

Here are five key arguments she makes:

HEALTH COSTS

Health is the biggie. “Bicycle infrastructure makes so much economic sense that it can accurately be described as a health investment,” Blue says. Portland says health savings could allow it to recoup spending on cycling by 2015; by 2030, it could save $600 million a year. Blue argues that short trips by bike are a more convenient way for people to get daily exercise (more realistic than going to the gym all the time). Inevitably, she cites Copenhagen, that pre-eminent cycling city. It expects to save $60 million a year in health costs once its network of 26 cycling “superhighways” is completed.

BIKE INFRASTRUCTURE IS CHEAP, AND CREATES JOBS

On average, urban freeways cost $60 million a mile to build. The best type of protected bike lanes cost between $170,000 and $250,000 per mile and need much less maintenance. “Off-street paths cost less than a freeway project would spend on photocopying in a year,” Blue says. Bikeways also create more jobs per dollar than roads, according to one study.

PARKING

Blue devotes a lot of her book to ways we subsidize car ownership—for example, in providing free parking downtown. “An astonishing amount of space in most urban cores is dedicated to the publicly subsidized storage of private property,” she says. When you throw in roads, many cities give up over half their area to cars: 65% of Houston is paved with asphalt, for example. Cites are losing a lot of potential income, Blue says. “Highways and parking lots represent a massive amount of taxable property that could yield thousands of dollars per lot, per year—representing millions of dollars of lost revenue for cities.”

LOCAL ECONOMIES

Studies show that bike parking brings in more revenue than car parking—at least on certain streets. Blue cites a project in Fort Worth, Texas, where 160 bike spaces cost $12,000—about the same as a single car space. Bikers are more likely than drivers to stop and spend, and, of course, you can accommodate more people in the same space. There’s also a potential “green dividend” when people bike about town, rather than driving to suburban malls. Their cash goes to local businesses, not to oil companies and Middle Eastern sheiks. By driving 20% less than other cities, Portlanders contribute $800 million to the local economy, one study says.

CARS ARE EXPENSIVE—PARTICULARLY FOR PEOPLE OF LOW INCOME

The American Automobile Association says driving a sedan costs $9,122 a year on average, not including expenses like parking. Households earning less than $70,000 spend nearly 20% of their income on transport, Blue says. Bikes are much cheaper—just a few hundred dollars a year for maintenance, gear upgrades, and the annualized cost of a bike. She admits people living outside cities face “tremendous” opportunity costs from not driving. But she refutes the stereotypes that cycling need only be for white professionals, Latino laborers, and DUI offenders. Many other people could cycle and benefit from doing so.

In an email, Blue says she wrote the book to give bike advocates stronger arguments than “but bicycling is really healthy and doesn’t pollute.” “I was watching bicycling enter the national conversation as this sort of goofy stereotypical thing that liberals do, like drink lattes and shop at Whole Foods,” she says. “I kept hearing people make economic arguments against bicycling … but bike advocates didn’t have the tools to respond.”

While it has a strong point of view, Blue’s book is rational, fully footnoted—and, in the main, persuasive. There is a clearly a lot of economic benefit to cycling, particularly in and around cities. That doesn’t mean outlawing cars. But it does mean evening up the playing-field in debates. This book should help.

By Ben Schiller

*8
GPS data shows where B-cycle members ride around Kansas City
Bike share is taking transportation planning to a whole new level! With GPS on every B-cycle, bicycle travel patterns can now be visualized and analyzed in new ways. City planners, traffic engineers, and advocates have powerful new information about where people are biking, and where to focus resources and investments for new infrastructure, traffic enforcement, and education.

GPS data shows where B-cycle members ride around Kansas City

Bike share is taking transportation planning to a whole new level! With GPS on every B-cycle, bicycle travel patterns can now be visualized and analyzed in new ways. City planners, traffic engineers, and advocates have powerful new information about where people are biking, and where to focus resources and investments for new infrastructure, traffic enforcement, and education.

(Source: kansascity.bcycle.com)

Back in 2012, BikeWalkKC started out with 90 bicycles built by volunteers and 12 stations downtown with the vision of creating a world-class bike share network in Kansas City (A story I covered in Kansas City Residents build their Bike Share Scheme on ThisBigCity.net). After two very successful years, BikeWalkKC is expanding its bike share network to the neighborhoods surrounding downtown Kansas City. With federal funding for 7 new bike share stations, 1 station sponsored by the Kauffman Foundation, and another station sponsored by the Nelson-Atkins Museum of Art the southern neighborhoods of Kansas City will be a new destination for the expanding bike share. Yet it does not stop there, BikeWalkKC is using the civic crowd-funding site Neighbor.ly to fund additional bike share stations to neighborhood to the west like Westside and Westport, the historic Brookside neighborhood to the south, and the historic Jazz District of 18th and Vine. If the campaign is successful, this will be the largest civic crowdfunded project to date and radically transform Kansas City’s public transportation infrastructure.

Spread the word to your friends and colleagues about the campaigns and donate at Neighbor.ly