motorman

As I explored in the first three parts of this series, we are pretty fortunate in the City of Lakes. We have miles of bicycle facilities that have translated into the largest bicycle commuter population in the county. In Part 2, I explained that the origins of an independent park board and good timing in the history of planning built the foundation of the system through the preservation of land for parks as the city formed around it. And in the third part I left the sanctuary of the City’s bike trails to explore our on-street bikeways system and connection to our neighbors. The system is stong, possibly one-of-a-kind, but has some gaps that need to be filled before it can be a world class system.

This was not a difficult area of the county to implement this system, however. Minneapolis is lousy with lakes, streams, and ol’ man river. Geographically, these lakes chain together through a series of canals and stream at the southwest corner of the city. Close to the City’s southern border the Minnehaha Creek brings this water east, past another two lakes then over a spectacular falls before it enters into the Mississippi River.

Moving up river, the bike route follows both banks into the City’s center (on the left descending bank – for you Army Corps readers) and the University of Minnesota’s Minneapolis East Bank Campus (on the right descending bank). From the northern reaches of downtown the bike trails end, then one-quarter mile further upstream, access to the river disappears into industrial uses that own the river’s edge.

This gap in the system is what occupies a lot of time for advocates in the northern half of town. For reference, the Mississippi basically divides the northern half evenly into two parts, commonly referred to as the Northside and Northeast (or Nordeast as a homage to the large Eastern European that settle the area). The connections to the river in this area has been dominated by industrial users since Europeans began to descend on the area and found that the Falls of Saint Anthony could power massive small mills for the lush northern Minnesota forests harvests. Throughout the decades, the exact users have changed from the former timer floats to aggregate, scrap metal, rail, and other related industrial users.

The gaps in the northern half of the Minneapolis will be the most difficult to develop into bike trails, yet these will be the most important. These gaps are the highest fruit hanging on the tree. The land is developed and unavailable unlike the beginnings of most of the existing system. This land will be very expensive to purchase and the finding alternative locations for the existing land uses will be difficult. Plus, the industry that currently owns the property has a market and a purpose (for example recycling scarp metal) so we will need to find an appropriate new locations or a solution that allows co-habitation.

But, these hurdles are not insurmountable. Minneapolis grew from its roots on the river, and it can return. The connections from the existing system in to the west, south and parts in the east need to complete the vision of the true Grand Rounds. There are two areas of focus – the river and the “missing link” in Northeast. In addition to the difficulties of the river connections is the “missing link” that would connect to the terminus of Stimson Parkway (about half-way between the northeast corner of the city and the connection to the river). If attention moves to this in the system, like with the southern half, more-and-more will become bike commuters since the barriers to entry continue to reside.

I am not a fool in this request; I find much enjoyment in the current system and do realize that it is light-years ahead of many metropolitan systems. Though, I believe we in Minneapolis have high standards for quality of life, so I will continue to improve the intercity system. Maybe someday, we will a have bicycle mode share comparable to world leaders in Asia and Europe. Minneapolis is number one now, but at only 2.65 percent, we need to continue to work. See you out on the trails, bikeways and roadways!

Bike month is here again and that means National Bike-to-Work week is upon us. From May 15th to May 19th, join the millions of Americans who are beating the fuel cost crunch, improving their health, and adding to a cleaner environment, by riding their bicycle to work. To celebrate this activity and how municipalities are lowering the bar for communters I explore Minneapolis’ on-street facilities, rail-trails and connections to the neighboring communities in this part of the series.

Here in Minneapolis, bicycling to work is a trend that grows everyday. The public investments to the bicycle facilities are a big part of why. As I described in the first two parts of this series, the city is packed with dedicated bicycle paths, lanes and rail-trails. It is these investments that are paying off in the form of the number of residents who are shedding their cars.

Minneapolis has a number of on-road bicycle-only lanes that radiate from a downtown system. Minneapolis has an inventive approach to most of its lanes that travel down one-way streets; they follow the left side of the road (for those in the British Empire this is wrong side of roadway). To make it even more unique, streets in the primary business district have three lanes for general traffic and one lane for transit that travels in the opposite direction. Along these transit lanes are the city’s contra flow bike lanes.

Minneapolis has decided to move the bike lanes to unconventional sides of the roadway to add safety. The left lane bikeways are to avoid those pesky car doors. I will never understand why when reaching for your backpack, bag or purse in the passenger seat you have to balance yourself by pushing the driver’s door fully open. For the contra flow lanes, it places the bicyclist facing the bulk of traffic with only “professional” drivers (maybe more on that later) moving in the bicycle’s direction.

The other spokes in the system are the rail trails. Within the city we have the Midtown Greenway, Kenilworth, LRT and Cedar Lake Trails. These bituminous trails connect to the far reaches of the suburban and ex-urban Twin Cities on crushed limestone rail beads. In addition to the connections the inter-city trails that lead to cities such as Hutchinson, Chaska, Victoria, and Hopkins, there are rail trails out of Saint Paul. Our twin is far down the list in bike commuting, however it is making progress. Saint Paul is beginning to put together a system starting from facilities on Summit and Como Avenues, Wheelock Parkway, and their first rail trail named after the late Congress Member Bruce Vento.

Biking to work is a very relaxing and fun mode to work. However, for many getting on the bike for the first time can seem daunting. But once you establish a routine, it can be to work earlier than fighting traffic and finding parking, even when it rains. Some important points to remember is ride a comfortable bike, to ride at your speed, and to take the route with which you are most comfortable. Do not worry about gear, wear comfortable clothes (remember when you were a kid; whatever you wore was your bike clothes). Most importantly, wear a helmet. I am sorry to say this, however, if you lid is more than five years old (regardless of how often you used it) it is time to upgrade. Motorman says, “An $85 helmet expense every three years is better than relearning how to write my ABCs.”

Enjoy Bike-to-Work Week!

Minneapolis’ park system has it roots in the City Beautiful and Garden City movements of the late 1800s. At that time and in retaliation to the industrial revolution, city planning emerged as a profession to address how to separate land uses and to create a more natural and desirable urban environment. It was at this time when men such as Frederick Olmsted and Daniel Burnham were designing cities of the future that would grow from green tree-lined boulevards with parks and greenways sheltering new single-family neighborhoods from undesirable industrial uses.

In the 1880s, Minneapolis’ newly formed and independent Board of Park Commissioner (now Minneapolis Park and Recreation Board) hired Olmsted-protégé Horace W.S. Cleveland to design a system of interconnected parks and greenways for areas of passive recreation. Cleveland’s Grand Rounds system is the jewel of the city connecting its rich natural resources of lake, rivers and creeks with its parks and parkways. This National Scenic Byway has almost 44 miles of paved off-street bicycle and pedestrian paths. As bicycling moved from a form of transportation (1880s) to a recreational pass-time (1950s) back to a form of transportation (late 1970s), Minneapolis was well positioned to expand into an extensive bicycle system building off the foresight of the City’s fathers and mothers.

The Minneapolis Grand Rounds is rich with both passive and active recreation opportunities. From the city’s Northside, the system begins at the confluence of Mississippi River and Shingle Creek. Moving west the system travels along one of only a few lengths that are not adjacent to water, Victory Memorial Drive. This four-mile reach of symmetrically lined trees that form the northwest corner of the Rounds, is a living memorial to the lives lost in World War I from Hennepin County. Each trees is alongside a marker of a soldier lost in that bloody conflict. The Drive, as locals refer to it, features a 50-foot flagpole at the turn, with memorials to others lost is more recent conflicts. Abraham Lincoln keeps watch on the flag from a small grove nearby. The Park Board resurfaced the Drive’s trails last year for a very smooth ride.

From the southern border of Victory Drive, the Grand Rounds seamlessly flow into Theodore Wirth Park. If Minneapolis was not blessed with its many lakes, creeks, and rivers the real estate surrounding this magnificent park would be the highest priced and most desirable in the City. With our high standards and lush amenities, great reasonably priced neighborhoods circle this 500-acre park. Wirth Park is the namesake of the most influential and longest serving of Minneapolis’ Park Superintendents. This park is 60 percent the size of New York’s Central Park. Riding on the recently resurfaced paths will take you past the Bassett’s Creek, a Swiss Chalet, two golf courses, a lake, a couple ponds, a quaking bog, a flower garden, and across the 45th parallel. Theodore Wirth Park is home to the City’s only sanctioned off-road bikeways for interested trail users.

Riding along Victory Memorial Drive and through Theodore Wirth Park is simply a quarter of the system. The Minneapolis Park system is more that 6,000 acres of land and water with over 150 individual parks.
At the south end of Wirth Park, a pass over an interstate bridge brings riders into the Chain of Lake, the system’s crown jewel (we are the City of Lakes for a reason). Moving into this area also bring riders to the intersection of the elaborate rail-trail system that complements the Grand Rounds. In the third and fourth parts of this series, I will explore this nationally recognized trail system, hit the lakes, the Minnehaha Creek and some simple steps to begin to ride.

Until then, take advantage of National Bike Month and ride. For those who have not, this is your year to bike to work or school. That day is May 19th, email motorman if you need some travel pointers or advice on routes (regardless of your hometown). It is a great vehicle to bring you forward and keep you healthy.

Happy riding!