bike lanes Archives - Reconnect Rochester

June 26, 2023 No Comments

Dangerous Behavior on Two Wheels Vs. Four Wheels

Written by Arian Horbovetz and originally published on The Urban Phoenix blog

“I saw this guy on a bike today, weaving in and out of cars waiting for a light to change. I thought, man, that person is ruining it for all bike riders. That kind of thing must drive you crazy right?”

“Not as much as a Ford F-150 doing the same thing,” I replied.

The statement recently made by a friend of mine was classically indicative of people close to me who really try to understand my take on cars, trucks and SUVs, but are still under the spell of the automobile-first mentality that plagues our flawed view about transportation and mobility.

This week alone, I was almost hit by a driver swerving through traffic at high speed with no signaling. I witnessed a driver screaming at a school bus operator on a 1.5 lane bridge, then squeal his tires and drive away at what had to have been 50 in a 30. While my wife and I were traveling to the beautiful Finger Lakes Region this weekend, we were passed by no less than 20 drivers exceeding 80mph. And of course, there was the usual smattering of blatant red light running, stop sign roll-throughs and blatant drive-by disregards for pedestrians waiting at crosswalks.

While everyone laments these activities, they rarely cause us to question the automobile itself. Strategies to create environments and infrastructure that make our roads safer have gained momentum, but they are still in their relative infancy, both with regard to execution and influence. Despite the fact that automobile crashes are the number 2 killer of children and teens in the U.S. (it was #1 for decades until recently when shootings stole this tragic and senseless title) we collectively tend to dismiss bad driving behavior as a sort of toxic bi-product of an essential form of mobility.

But when a bike rider flagrantly disobeys the law or pilots a two-wheeled machine dangerously, that’s when we react with a desire to crack down and put these death-wish seekers in their place. There’s just one key flaw in this argument and one that is so hidden in people’s plain sight that it makes me laugh every time. On my bike, I am only a danger to myself on our roads. Even if I recklessly ride my biggest, fastest bike hard into a Smart Car or a Mini-Cooper, the likely outcome is that I, the bike rider, will end up dead or horribly injured while the driver of the tiny vehicle will walk away unscathed.

Alternatively, if a driver of even the smallest automobile miss-pilots their car, truck or SUV, they do so at great risk to themselves AND other people on our roads. If you’re going to be hit, would you rather be hit by a bike, or by a Chevy Silverado?

Simply put, a reckless bike rider is only a danger to themselves, while a reckless driver, which we all see constantly on our roads, is danger to themselves AND the other drivers, cyclists, scooter riders and pedestrians around them. And yet I’ll put good money on the fact that most drivers see cyclists as a human-less barrier to their endgame.

The response to the above comparison between transportation modes and ability to do harm is typically followed up with a call for cyclists to protect themselves better, citing the fact that law breakers put themselves at greater risk. Which is kind of like saying 100 pound people should be very careful to not step out of line around 250 pound muscular people for their own safety.

Another hilariously “backed into a corner” response is that “people just need to be raised to be better drivers,” implying that what happens on our roads is a product of bad manners, bad parenting, and generally crummy people. But since there will always be people in our society who’s baseline it is to flagrantly do as they please in spite of their surroundings, why not build infrastructure that makes it harder, not easier, to break the law on our roadways?

A 2013 Atlantic article speaks to the concept of freedom that power elicits. In the article, Joe Magee of New York University states that “Power isn’t corrupting, it’s freeing,” going on to say that “Once you get into a position of power, then you can be whoever you are.” When we are given tools of great power, the best or the worst of who we are shines through. Power removes the confines of fear, which is often a good thing, unless we are realistic about the responsibility of driving a 5,000 pound vehicle with hundreds of horsepower. This is probably a case where a small dose of fear is healthy and encouraged.

In a world indoctrinated in one transportation mode, these aren’t easy concepts. When driving has been subsidized, prioritized and normalized as part of every trip, “letting off the gas” of this automobile normalcy goes against the power-based psychology that is present in all humans. Slowly, more and more people are open to understanding the concepts mentioned here and as a result, our communities may slowly grow to become safer and healthier places to be.

December 8, 2022 No Comments

The Good, The Bad, and The Ugly: Utica’s Genesee Street Transformation

Written by Arian Horbovetz and originally published on The Urban Phoenix blog

For 6 years, I’ve been dreaming of the day when Genesee street in downtown Utica, NY might be reduced from four lanes to two with a turning lane and bike lanes. To be perfectly frank, this was a reality I feared would never materialize. Despite the fact that countless cities and towns across the country have successfully executed a “road diet,” thus making a street safer for pedestrians, cyclists AND drivers with zero-to-minimal impact on travel time, so many Uticans had abrasively rejected my vision every time I brought it up.

Thanks to the vision of Utica Common Council member Katie Aiello, that formally unrealized hope for Utica’s historic Genesee Street was re-striped a little over a month ago with two travel lanes, a left-hand turning lane and bike lanes, just like I’ve imagined so many times.

This was done as part of a 90-day trial period to assess the impact of the project. But as is typical when a city is introduced to the concept of Complete Streets and road diets for the first time, many people responded with a flurry of dissent.

Hot tip… if you ever want to sit back and watch a relentless flow of verbal bile and fire-scorched sense of logic, suggest a road diet in a downtown to a city and metro population for the first time. Just grab a substantial bag of buttery, salted popcorn and watch the horror unfold.

I’ve spent a significant amount of time assuring the people of Utica that projects like this make our streets safer for everyone, as well as helping to elicit private investment and provide greater accessibility of community resources for the population. A big part of this assurance is telling people that if this kind of project worked on the Main Street of my home city of Rochester with a population of over 200,000 people, it will work for a city with a population of just over 60,000 people. Genesee Street in Utica and Rochester’s Main Street downtown each have similar daily traffic counts (approximately 9,000 vehicles per day, well below the 15,000-20,000 that begin the four-lane road conversation).

But, as usual with these sorts of projects, my fact-backed urgings and invitations to references and resources in support of road diets were often met with a “no thanks,” as many community leaders choose their own opinions over actual data that has been repeated hundreds, if not thousands of times. My favorite comments from leading members of a prestigious local organization implied that bike lanes and greater walkability would make the area more accessible for “crack dealers.”

The irony of the above social media take is that the opposite is far more often true… that walkability, traffic calming, and bike access complement and enhance small business and local arts culture.

What it all boils down to is this… many residents still have an insulated “out my front door” view that their city or community is unique. And while to some extent this is true, for the most part, Rust Belt (or as I like to call them, Robust Belt) cities are all dealing with, and recovering from, the same barriers. And again, as much as we struggle to admit the solutions of de-prioritizing the automobile, creating small business-friendly environments, solving issues of equity and access and laying the fertile soil for human-centered economic growth are the broad but key lenses of change for all communities, it’s the proven truth. Despite the aforementioned opposition by many of Utica’s community leaders, the road diet that has taken place on Genesee Street is a small but significant puzzle piece with regard to the solution.

Maybe you’re still not comfortable thinking that your city isn’t as unique as you think it is. OK, I’ll concede that for a moment… but what I will not waiver on is that, as soon as we Americans get in our cars, we act more predictably than ever.

We all make subjective statements like “Massachusetts drivers are the worst,” or “Indiana drivers always pass on the right.” The truth is, people don’t drive differently because they’re from a different locale. Real world data shows that there are scores of given principles that determine the behavior of drivers. If the roads are wide, people will drive faster. If there are no vertical points of reference (trees for example) people will drive faster. If there is parallel parking, people will drive slower. If the lane is 9 feet wide instead of 11 feet wide, people will drive slower. And why is automobile speed so important when blended with walkability? Because of the shocking data from the National Traffic Safety Board…

A pedestrian hit by a car traveling 40 miles per hour is nearly twice as likely to be killed than if the car was traveling 30 miles per hour. Building infrastructure that reduces speeds, even by a few miles per hour, has the potential to save lives. But in order to do this, we must accept that traffic in our community doesn’t behave differently than traffic in other locales. We must accept that the drivers in Utica behave the same way as they do anywhere else… it’s the infrastructure that determines how safely or unsafely people pilot their vehicles.

This is typically where people will stand up and point out that cyclists and pedestrians break the law as well. My answer is always the same… sure, just like drivers, those who walk, bike and scooter break the law… the difference is that they are not piloting a 3,000-6,000 pound vehicle capable of 100mph that doesn’t just threaten their own life, it threatens the life of other people and property as well. Car crashes are the close #2 killer of children and teens, after gun violence. The NHTSA states that car crashes in the United States cost nearly a trillion dollars annually. And much of this burden is directly shouldered by the taxpayer. Why, then, would anyone rally against a mobility strategy that had the potential to save lives, lessen the chance of personal injury AND save taxpayer money?

The answer is entitlement that is always thoroughly-veiled in the word “freedom.” Drivers often view projects like this as yet another assault on their personal freedom. The irony, of course, is that transportation infrastructure that prioritizes the most expensive modality (automobiles) means that one doesn’t have a choice in how to access jobs and resources in their community. Because driving is subsidized so heavily in the US, there is no equitable alternative that is feasible or practical. Because of far higher gas taxes, gasoline in Europe costs twice as much… but the average American spends four times as much on transportation as the average European. This has led to the antithesis of transportation freedom for the American, replacing it with a blatant “pay-to-play” scenario. You must own a car to have the opportunity to succeed.

No, simply re-striping Utica’s Genesee Street won’t, on its own, invigorate a pedestrian and bike-friendly culture in the city’s downtown. No, it won’t single-handedly increase sales at local stores, restaurants, museums and theaters. It should be seen, instead, as a social and economic fulcrum, or a sort of fertilized soil that can help grow the seeds of prosperity for Utica’s future. It’s a small step, but one that so many cities have taken toward a more socially and economically prosperous community.

October 6, 2021 2 Comments

20 Minutes by Bike Blog Series: University of Rochester

The Rochester area is famous for its 20-minute commute. For driving that is. Reconnect Rochester and the Rochester Cycling Alliance are excited to ask a different question in this blog series: Where can you get within 20 minutes on a bike?

Presenting the sixth in a series of custom “bike shed maps.” For this next installment, we chose the University of Rochester Medical Center on Elmwood Avenue and are showing how far out in every direction you can get on a bike at a casual but steady pace of 10 miles per hour. This means that if you live anywhere in this green area, you can get to U of R within 20ish minutes on a bike or scooter. Thanks again to Brendan Ryan and Mike Governale for their help putting these maps together for us.

To get us familiar with this green territory surrounding the University of Rochester Medical Center (URMC), here’s Tracey Austin sharing her personal travel-by-bike experiences.

When I started commuting by bike 14 years ago, I didn’t realize how much ground a bike can cover in a short amount of time. And I’m not a fast rider! It was surprising to me that commuting by bike was almost as fast as driving my car to work. And when I started working at the University of Rochester, I was happy to find out I could save even more time and money on parking by biking to work.

Over the years, I have found that there is so much within reach while biking. There are many wonderful parts of Rochester within a very reasonable 20 minute ride to and from the University. Let me share with you a few of the discoveries I’ve made!

One of the best discoveries by far is that UR is only a 12-minute pedal away from the RTS Downtown Transit Center. Even better, this commute runs along the beautiful Genesee Riverway Trail! If you don’t have a bike or prefer not to bring one on the bus, you can rent a HOPR bike or scooter right at the Transit Center. Google Maps is a great navigating tool for this route. These photos show the Google Maps directions while also highlighting bike boulevards around the area. This is a very exciting prospective route for someone wanting to commute from a surrounding suburb who would rather take the bus for the first part of their trip.

I have driven my car to work only once since starting at UR. The annual parking pass can cost several hundred dollars on up. Also, UR has recently added a daily $5 occasional parking pass so you can just pay for the days you are not able to walk or bike. Not only do I love not paying for parking, but I’ve realized that I could save time by biking to work once I account for time spent walking or shuttling from my assigned parking lot! This is definitely worth testing out to see if it may work for you, even if only in the warmer months of the year.

There’s no doubt UR is a hot spot for bikes! When Pace/Zagster was in our region, UR had the most utilized bikeshare station of the entire network. Now with 3 new HOPR hubs on our campuses, we are well on our way to being another great connection point—not only for students and employees, but for anyone needing to rent a bike in the area.

Having my bike at work adds convenience during the day, too: if I have to leave for a meeting, I don’t have to walk all the way to a car in a distant parking lot; my bike is parked right outside my office at an easily accessible rack. And I can go for a leisurely ride on my lunch break, because I am close to both the Genesee Riverway Trail and the Erie Canal Trail. These scenic trails also provide great commuting options and a way to get off the busy surrounding streets.

Speaking of lunch, taking the pedestrian bridge from River Campus over to the 19th Ward gives cyclists 10 minute access to Brooks Landing. Expand your horizons beyond just College Town! If you have 20 minutes, you can make it all the way downtown, to Corn Hill Landing, Fuego Coffee, the Foodlink Café at the Central Public Library, and more. And taking South Ave toward Rochester City Center lands cyclists in the South Wedge for any number of restaurant choices. And that’s just if you head north from UR!

Heading south you can easily reach the border of Henrietta and all the stores and restaurants at Park Point. Take the Lehigh Valley Trail (a superhighway for bikes!) from the South Lot and follow it all the way down to Brighton Henrietta Town Line Rd. From there you can easily head on over to RIT or down Jefferson Rd as well. This gives you so many awesome connection points to cut commuting time and stay off the major roadways.

Genesee Valley Park is also directly south of the River Campus and is a great access point: to the Canal Trail and all points west, plus the Greenway Trail, which can open even more commuting options for people in Scottsville and Henrietta (that would sometimes work out to be over 20 minutes, though).

Heading east from URMC, you can easily make it to 12 Corners in Brighton and all the parks in between. Highland Park is a mere 10 minutes by bike from anywhere at UR, and taking a short detour through Mt. Hope Cemetery offers a peaceful route coming from any direction.

The Memorial Art Gallery and surrounding Neighborhood of the Arts can easily be accessed by biking north on the Genesee River Trail on the east side of the river up to the Genesee Gateway Park where you can exit the trail and immediately cross Mt Hope Ave and be on Alexander St, taking that all the way to University Ave! Make a right on University and the MAG is one block up on the left.

A similar distance to the Susan B. Anthony House neighborhood on the west side of the river can easily be achieved straight up Jefferson Ave from the Riverview Apartments on the river trail west. Not to mention all of the streets of housing that can be accessed in the 19th Ward from two pedestrian bridges and the Ford Street Bridge!

The UR shuttle service is also a great resource for bike commuters since all of the shuttles have bike racks on the front. So if you are an employee or student and you live Downtown near Eastman School of Music, in the 19th Ward, or Southwedge you have access to a shuttle right in your neighborhood. Check out the shuttle schedules on the transportation website to see if you could even bike to a shuttle stop and then hitch a ride the rest of the way to work/school.

There are many other points you can reach from UR in 20 min by bike, some of which are:

- Southwest YMCA
- Parcel 5
- Eastman School of Music
- Downtown Rochester
- Greater Rochester International Airport
- Frontier Field
- MCC
- Brighton Town Park

Free covered bike parking on Library Rd on River campus, more of these solar-lit covered bike parking shelters to come!

If you’re pedaling to work, you can keep your bicycle safe and secure at one of our fully enclosed bike stations. The bike stations are located on the ground level of the hospital’s ramp garage, with one at Jackson Drive and the other at East Drive. Both bike stations offer:

- 24/7 access
- space saver bike racks
- security cameras
- weather-protection
- self-service bike repair stations

For $40 per year, bike commuters can purchase a permit to either bike station which offers:

Permits for the bike stations can be purchased through the Transportation and Parking Management Center at 70 Goler House during regular business hours or at the Parking Office inside the main hospital garage after business hours. Appointments are now required if you are visiting the Parking Management office in person. Book an appointment online using the online appointment reservation form. For more information, please contact the Parking Management Center at 585-275-4524.

Newly renovated Jackson Drive Bike Cage:

East Drive Bike Cage:

August 26, 2021 No Comments

20 Minutes by Bike Blog Series: Rochester General Hospital Map (+ a Bonus)

Presenting the fifth in a series of custom “bike shed maps.” For this next installment, we chose Rochester General Hospital (RGH) and are showing how far out in every direction you can get on a bike at a casual but steady pace of 10 miles per hour. This means that if you live anywhere in this green area, you can get to RGH within 20ish minutes on a bike or scooter. Thanks again to Brendan Ryan and Mike Governale for their help putting these maps together for us.

To get us familiar with this green territory surrounding RGH, here’s Dr. Gerald Gacioch sharing his personal travel-by-bike experiences.

I am a doctor at RGH and have been biking to work for the past 15ish years. I am not comfortable riding before sunrise or after sunset (despite bright lights and neon clothing) so my bike to work season is usually late-April to mid-September. There is really nothing like the feeling I get when my workday starts with a ride instead of the usual car commute on 490 (cycling is sort of a cross between Rocky running up the library stairs and a tranquil Zen master). I live on the border of Pittsford and Fairport. My route is Rt 31 to Schoen Place to Rt 96 past Nazareth to Fisher, left onto East Ave (GREAT new bike lane!) to University to Culver to Norton and Portland. The whole way is very safe and now has a bike lane almost the entire route.

Lessons Learned

Here are some of the lessons I have learned from now hundreds of days of bike commuting:

- Pick a safe route. I tested out several routes when I started biking to work on a Sunday when roads were pretty quiet. I have used the same route since then and I now know the timing of the lights, where the potholes are, where people drive weirdly, etc.
- Check out an e-bike. Still a great workout when you want it to be, but lots of fun to blast up a hill with little effort sometimes. I can cut 10-15 minutes off my commute when on the e-bike.
- Enjoy the ride and be in the moment.

Rochester’s Bicycle Boulevards

One of the best things that Rochester has to offer in terms of bikeability is its ongoing Bicycle Boulevards implementation. Back in 2015, the City identified priority routes that could be used by cyclists to navigate the city. This year the City is implementing 20 miles of this network! Bike Boulevards are mostly residential side streets that parallel busy, sometimes intimidating roads. Over time, traffic calming measures like speed humps will be installed to slow down or even deter car traffic along these corridors, keeping the experience as comfortable as possible for cyclists of all ages and abilities. Wayfinding signage will also be added to help cyclists navigate. One of the best kept cycling secrets in Rochester is that you can use these routes now, even if they haven’t been technically converted to Bike Boulevards yet. See the purple dotted routes below.

As always, no quality level or amount of bike infrastructure will ever alleviate the need to have some basic traffic-negotiating skills under your belt. Sometimes biking on a major road is unavoidable for a block or two, and even if you stick to comfortable Bike Boulevards, you’ll still have to cross major streets. So stick to these general principles and if you want to get more comfortable and confident on your bike, take one of Reconnect Rochester’s classes sometime.

Biking (or scooting) to RGH along Bike Boulevards from the South, you get your own easy, private entrance to the complex! Northaven Terrace is a dead-end street for cars. But on your bicycle, just open the gate at the end and you’re there.

The Routes

This trip along low traffic, residential bike boulevards from North Winton Village is 3.6 miles (21 minutes by bike):

Here is a route biking (or scooting!) from the downtown Transit Center to RGH, primarily along Bike Boulevards. This is 3.3 miles, under 20 minutes! (TIP: Thomas Street, a great connection for cyclists wanting to avoid Joseph and Hudson Avenues, is one way between Upper Falls Boulevard and Clifford Avenue, so use the sidewalk for that brief section.)

Biking to RGH from the north above 104 is a little more challenging. Unless you can use the El Camino Trail to cross 104, as seen below, you’ll have to bike on Carter Street or Portland Avenue to approach the complex (Seneca Avenue is a less stressful alternative).

When you arrive on the campus, there are currently three places to lock your bike:

1. Carter St Garage, where there is a locked bike cage (to gain access to it you go to the Parking Office located right in the garage near the entrance to the hospital).
2. Portland Ave Garage, where there are bike racks next to security (stationed 24/7).
3. Near the Emergency Department, where there are also bike racks.

RGH will soon be placing more bike racks by the main entrance. Cyclists can look forward to this custom bike rack in the shape of a stethoscope!

Bonus!

As a bonus, we’re throwing in a bike shed map of Rochester Regional’s other primary campus, Unity Hospital on the west side. Though outside the 20-minute scope for most people, Unity is approachable via the Erie Canal Trail from Spencerport, Gates, and the 19th Ward. It’s also not far from the City’s Maplewood Historic District. To get to Unity from Maplewood, we recommend taking Ridgeway to Latona to Welland, which takes you straight to the Unity entrance. Stay tuned for developments on the Eastman Trail, which will parallel Ridgeway Avenue. As you can see below, there are plans to connect these west side trails and we’re excited for that connectivity!

February 25, 2021 2 Comments

Bike Safety: It’s more than just bike lanes

Guest blog by Rochester resident, Sarah Gerin

I bought my first bike at a local pawn shop when I was nine, after finding a fresh $100 bill on the floor of a K-Mart earlier that day. Obviously I “invested” the rest (i.e. putting it in the Garfield cup in my room that held my fortunes). As a kid, my experience with biking was minimal, taking short rides around my neighborhood and learning how to ride “no hands” because I thought it looked cool.

I didn’t ride bikes again until 2018, when I spontaneously decided that I wanted to “get into road bikes” as a hobby. I dove head-first into learning as much as I could about the biking world, including different bikes and the local “bike scene” in Rochester. Inevitably, that meant that I ended up visiting – I kid you not – every single bike shop in Rochester to learn from the experts and enthusiasts what bikes made the most sense for what endeavors, and I even got “fitted” for a bike, which at the time felt like the most legitimate thing you could do as a cyclist, especially a novice one.

During my three-week escapade of research, I learned that the local cycling scene in Rochester was robust and the community here is not only knowledgeable, but welcoming and genuinely amazing. People really love to bike, and I think I grew to love it simply from my conversations with people about everything from the best gear to the best trails and the local meetups that happen each weekend.

“I biked for leisure, I biked to work (most of the time), I biked to see the city I’ve lived in for over a decade with fresh eyes.”

I eventually landed on my “entry level” road bike, with plans to work my way up in expertise. Once I made my purchase, my commitment to hitting the road remained consistent and spirited. Biking around Rochester became my official summer activity. I biked for leisure, I biked to work (most of the time), I biked to see the city I’ve lived in for over a decade with fresh eyes. During that time, I had never really considered the gaps in safety for cyclists that exist here because, frankly, the fear for my own safety didn’t ever cross my mind. I felt so free on the road and I took the necessary safety precautions as a cyclist, so what could go wrong?

In September 2019, the occasional thoughts regarding safety suddenly became very real and necessary, when a casual ride down East Ave turned into a not-so-casual ride to the ER after getting clipped and catching my fall with my face, which was thankfully protected by a helmet (wear your helmets, people!!). I honestly don’t recall many details of the incident before I found myself monologuing for hours on end in the ER and entertaining the nurses on the night shift. (Unfortunately there is no evidence of what could have been a GREAT Netflix comedy special, but there is evidence of me trying to walk to my friend’s car like a newborn deer.

What I do know is that the crash happened on the busy stretch of East Ave that doesn’t have a bike lane, which forces bicyclists to cozy up to the curb in order to avoid cars passing by on the road. *Note to cyclists and non-cyclists alike – this is NOT the “right” way to ride in the road, and was not typically my riding behavior. Call it a perfect storm, call it fate. Either way, my face smashed into the pavement and it has changed the way I think about riding and cyclist visibility/ awareness. Along with some semi-permanent changes to my physiology…but that’s a whole other blog post entirely.

“Call it a perfect storm, call it fate. Either way, my face smashed into the pavement and it has changed the way I think about riding and cyclist visibility/ awareness.”

Here’s the thing: My experience with biking in Rochester had always felt quite safe and unhindered despite the sometimes noticeable limited infrastructure in and around the city. Despite these gaps, I never felt concerned, namely because of my own safety measures and the fact that my cycling habits were usually during “off hours” and thus lower commute times. That being said, my crash happened on the one strip of East Ave that of course DOESN’T have a bike lane, during a high traffic time – a Friday night during a summer festival. In other words, a time of mayhem.

I have yet to really know how my own cycling behaviors will be influenced by my crash on the road, but I don’t have any intention of stopping. That is, once I build up the courage to get back on my bike (estimated Summer 2021 after nearly two years of recovery). Despite my unfortunate encounter with a giant moving metal object at rapid speed, I STILL think biking is a safe and enjoyable activity and method of transportation. We are a city of bike enthusiasts and have low-to-no road rage here compared to many other cities! I call that a win.

“We are a city of bike enthusiasts and have low-to-no road rage here compared to many other cities! I call that a win.”

Do I think more bike lanes need to be strategically placed around the city? Perhaps. It couldn’t hurt. But “good cycling” on the road often means that you are in the street. My biggest issue as a cyclist is that the burden of safety is always placed on cyclists, the most vulnerable in a collision circumstance, just like in “rape culture” the burden of safety or responsibility is placed on women.

If you do a quick internet search on cycling safety, you will see important things like wearing brightly colored gear, lights, a helmet, riding with the flow of traffic, and traffic signals. However, if you were to survey a randomly selected group of drivers, how many of them know how to safely engage with a cyclist on the road? How many of them know what a straight arm out versus a bent arm means when you see a cyclist doing it? How many times have you seen drivers not looking both ways (with cyclists in mind) when turning onto a street? If the safety measures diligently taken and used by cyclists mean nothing to the drivers who share the road, there will always be disproportionately increased risk.

Might there be ways to increase visibility, and more importantly awareness about cyclists, that aren’t just about creating bike lanes?

December 29, 2020 1 Comment

ROC Cycling: Knowing Our Weaknesses, Building On Our Strengths

by Jesse Peers, Cycling Coordinator at Reconnect Rochester

When I saw the trailer for Why We Cycle years ago, I instantly knew how special this film was. Finally someone had made a gorgeous film about the myriad of reasons why people all over the world choose to traverse their communities by bike. I’m glad we were able to screen the documentary for a Rochester Street Films event in September 2020 and use it as a springboard to discuss local values and goals.

If you haven’t seen the film or weren’t able to take part in our panel discussion, watch them here.

Rent (or buy) the film

Watch our panel discussion

As our moderator, Mona Seghatoleslami, wrapped up the great discussion that evening, she said, rightly so, that “this is just the beginning of a lot of things.” Let’s examine several takeaways from the film itself, the chat amongst viewers, and our panel discussion, and where we go from here.

Culture at Large

Some participants felt our screening of this Dutch film was too lofty and dreamy. In terms of culture-at-large, we agree. Comparing the Netherlands and ROC is apples to oranges. Dutch culture is indeed vastly different! The Netherlands prides itself on having an egalitarian society, in which they strive for everyone to be shown respect. If you haven’t noticed, the U.S. has much room to improve in this regard to say the least. But that doesn’t mean we have to overturn societal values before we can become a more equitable community in terms of mobility, though that won’t keep us from trying. Other cities of all sizes surpassing Rochester in the national bike rankings proves this.

Being Vigilant and Showing Up

Our panelists made clear that to attain better bike infrastructure, it takes being involved in the process, showing up at meetings (even virtual ones these days) and organizing ourselves. As the old adage goes, “if you don’t do politics, politics will do you.” If the bike community was under the impression that after the adoption of the 2034 Plan, which encourages implementation of “complete streets” designs that accommodate ALL modes of travel, that this would happen overnight with no need for continued advocacy, we were mistaken (see State Street).

One of the words that was spoken over and over during our panel discussion, particularly from Brighton’s Robin Wilt, was “demand.” Just as the Dutch rose up in the 1970s to demand safer road conditions and greater accountability, the active mobility community is going to have to demand safer streets that are designed for all modes of travel, not just cars. We have to keep our leaders accountable to the 2034 Plan, remind them of their values and goals, and when opportunities arise, vote for leaders who stand behind this progressive, multimodal vision.

The Rochester Cycling Alliance (RCA) does our best to get the word out about public input sessions and other advocacy opportunities. Please make sure you’re on our mailing list and take those opportunities to provide input.

Rochester’s not a bad biking city!

There were varying opinions held by viewers about Rochester’s bikeability — some negative, some positive. Let’s look at the bright side first and identify some of Rochester’s advantages participants took note of in the chat: We are blessed to have the Genesee Riverway Trail, Erie Canal Trail, and an abundance of water and stellar public parks in our community. People pay a lot of money to come from all over the world to Cycle the Erie and we have free access nearby! Overall Rochester is pretty flat, which makes getting somewhere by bike less arduous. And the average city resident has a 4.1-mile commute to work, a journey that can be done by bike at a casual pace in less than 25 minutes.

As several people pointed out in the chat, Rochester has an impressive bike culture for a city of our size. There’s a wide variety of groups with different riding styles, and open-invite group rides take place most evenings during the riding season.

Rochester was awarded a bronze level status as a Bike-Friendly City by the League of American Bicyclists in 2012, 2016 and 2020. That’s not bad! A bronze status means we’re on the right track. Yes, there is a lot to be improved if we want to reach silver or gold, but we are a decent biking city already. In fact, I firmly believe Rochester could become the best biking city in the Great Lakes. It’s more within reach for us than other cities due to the advantages noted above. I know many people who are already of the opinion that Rochester is one of the #BikeLife’s greatest secrets. There are affordable neighborhoods within a 15-minute ride of downtown where car-free living is absolutely attainable. If biking on busy, main thoroughfares isn’t your thing (we don’t blame you!), often there are parallel side streets through residential neighborhoods that will get you to your destination in a timely, less stressful way. If you want to get more comfortable on your bike, consider signing up for one of our on-bike classes sometime.

Our Biggest Weakness: Not Zooming Out

Yes, Rochester is making progress in expanding our bike infrastructure. But there was a consensus on participants in the chat that the current process doesn’t work. As it is now, bike infrastructure is installed “where possible” along small, segment-by-segment stretches. Each self-contained project is overseen by a different design firm and it’s apparent there is no overall network vision guiding this process along predetermined priority routes. Because of this, we get a piecemeal, patchwork result where you can bike on one street for several miles and encounter bike lanes, sharrows or nothing at all.

Even the gorgeous cycletrack along Union Street got knocked pretty hard during our chat: It sure is pretty, but what’s it supposed to do? It doesn’t go anywhere and, as bidirectional cycletracks on one side of the street often do, it creates awkward transitions for those on bike.

“There’s a consensus emerging in the bike world that it’s more about quality of bike infrastructure than quantity (how many miles of bike lanes doesn’t matter as much as how safe & stress-free those miles are).” ~Brent Toderian

Furthermore, though the City is chipping away at its Bike Master Plan, albeit in small, often disconnected pieces, the suburbs for the most part have yet to get on board. Cyclists might be somewhat comfortable on some city streets with bike infrastructure and lower speed limits, but once they cross the city line into surrounding towns, that infrastructure disappears too much of the time.

Instead of a city full of bike lanes which are uncomfortable for most residents, we need to focus on less mileage but higher quality (protected!) bike lanes along strategic routes. Rochester and Monroe County could also use a more top-down “let it be!” approach when it comes to a usable bike network.

“The fast implementation of projects proved to be far more effective than the traditional model of attempting to achieve near unanimity on projects even when you already have consensus that the status quo doesn’t work. Efforts to reach an idealized consensus have resulted in years of indecision, inaction, and paralysis-by-analysis.” ~Streetfight (Sadik-Khan and Solomonow)

Getting local leaders out of their cars

This next topic brought up by participants is probably unrealistic, but holy moly would it move the needle like nothing else! (And it was discussed on September 12th): Getting elected officials, engineers and planners out of their cars. I suspect that many people in our governments and design firms who design and approve bike infrastructure, may never use that bike infrastructure themselves. If officials had to bike solo in rush hour through every segment of infrastructure they approved, we’d likely see very different bike infrastructure.

“In my perfect world, anyone working on bicycle infrastructure or planning should be handed a bicycle and told to ride it in their city for a month…That would certainly force the issue in the minds of the inexperienced or skeptical. We have been thinking car-first for decades, and that worked out pretty well for motorists and the engineers who cater to them. Now it’s time to switch it up.” ~Copenhagenize (Colville-Andersen)

More than a quarter of Rochesterians don’t drive everywhere, either by need or by choice. How incredible would it be for elected officials to show solidarity with their constituents and get around town a quarter of the time without their cars?

“When I look around the world at the growing list of cities that are once again taking the bicycle seriously, I can identify one primary factor: political leadership. Advocates and activists continue to do their part, pushing from the bottom upward. At the end of the day, though, it seems that policymakers exercising top-down leadership are the catalysts for real change…Politicians may notice…a personal brand boost when they take matters to the next level.” ~Copenhagenize (Colville-Andersen)

Representing All

Finally, panelist Mitch Gruber urged Rochester’s active mobility and bike community to do a better job of outreach to neighborhoods that don’t look like us – of listening to people who use their bikes in different ways than we do. This is something Reconnect Rochester is committed to working on. Our recent signing of the Greater Rochester Black Agenda Group’s statement that Racism is a Public Health Crisis was only a start.

Going into 2021, join us in being vocal about the benefits of biking to elected officials, stay tuned for advocacy opportunities, and join us for one of our workshops and cyclist gatherings in 2021.

Want to join the RCA email list to stay abreast of these opportunities? Drop me a note at jesse@reconnectrochester.org and request to be added!

December 11, 2020 No Comments

Top ten things we’re most proud of in 2020.

2020 has been a year like no other.

Like every non-profit, the pandemic forced Reconnect Rochester to pivot fast to re-tool our planned programs and goals for the year. Luckily, we are small (but mighty), and nothing if not nimble. Despite all the challenges, we managed to move our mission forward with intensity. Check out (below) the “Top 10” list of accomplishments we’re most proud of in 2020.

We also faced financial uncertainty this year as prospects for grants and sponsorships dissipated. You know what got us through? The generosity of supporting members during our last membership drive, especially our sustaining members whose monthly donations proved to be extra crucial this year.

If you haven’t already, we hope you’ll take a look at the membership levels and gift options and make a donation toward our 2021 Membership Drive so we can hit the ground rolling in 2021!

Make a One-Time or Monthly Donation

TOP 10 THINGS WE’RE MOST PROUD OF IN 2020
(In no particular order of importance.)

#10

Releasing a new original short film titled Think Transit First to highlight transportation as a systemic equity issue in our community, and the innovative ways some local organizations are meeting transportation needs. The film premiered at our Nov 12 Rochester Street Films event, which also included a presentation of local statistics and a panel discussion. Please watch and share this important film!

#9

Installing 15 fiberglass bus stop cubes on Parsells, Lyell & Monroe Avenues to give RTS riders a respectable place to sit while they wait, and celebrated at a ribbon cutting event with City officials and project partners. Check out the Channel 8 news story and more photos of the ribbon cutting event.

#8

Hosting a 3-hour virtual Complete Streets Training attended by 60 local public officials, planners, engineers and advocates. Justin Booth of GObike Buffalo led a discussion about the benefits of active mobility and complete streets, and how we can make our roads safe for people of all ages and abilities.

#7

Rolling out a set of bike education offerings to encourage more people in our community to experience the health and financial benefits of biking to get around, and deliver the information they need to do so safely and comfortably.
p.s. Find out more about classes & presentations you can bring to your workplace, campus, community library or schools.

#6

Joining forces with Rochester Cycling Alliance to weigh in on an untold number of transportation plans and projects, like the Priority Bicycle Boulevards plan, GTC’s Long Range Transportation Plan, and infrastructure projects all over the City and County. Our favorite win this year was a final design for E. Main Street that includes dedicated bike lanes, a result of working alongside neighborhood partners to advocate for a street design that accommodates ALL users.

#5

Publicly expressing our solidarity with the movement toward racial justice in our community by signing on to the community statement that Racism is a Public Health Crisis. We also committed to reflect and actively work on holding ourselves accountable for living up to our professed values of equity and inclusion, and centering anti-racism in our work.

#4

Exponentially expanding cycling focused programs and outreach led by the Rochester Cycling Alliance during the first full year of our organizations coming together. A film screening and panel discussion of the Dutch film Why We Cycle, a virtual update on the City’s bike infrastructure, on-bike classes at the Rochester Public market, a bike law refresher video for Rochester Police Department officers, and many more accomplishments too numerous to name.

#3

Getting our Monroe County Crash Map (which had crashed) updated on our website with a fresh new design! The map is a resource for looking up crashes that involve pedestrians and cyclists, and serves as a tool for local advocacy efforts around safe streets in our community.

#2

Adding new multi-modal themed products and designs to our online shop. All sales and proceeds are reinvested to support our work in the community.
p.s. Several new products are available as membership gifts!

#1

Traveling to Albany to meet with local legislators and advocate for a legislative platform to improve transportation in our region, developed in partnership with Our Streets Transit Coalition member organizations.

…and that doesn’t even count the ways we spark community engagement and conversation every day through social media shares and blog posts about things like the survival of public transit, the benefits of reduced motor traffic, or the automobile and racial exclusivity.

We think that’s a pretty darn good Top 10 list for a disrupted kind of year.

Just imagine what we can do in 2021!

February 6, 2020 3 Comments

Copenhagen transportation: A day in one family’s life

Guest blog by Doug Kelley.

Copenhagen is famous for having the world’s best bike infrastructure and highest rates of bike transportation. (OK Amsterdam, you’re not bad, either.) Transit nerds love to extol the engineering details, celebrate the signage, and explain the traffic patterns in excruciating detail. While I admit getting excited by those nerd-outs — I’m an engineering professor and a lifelong cyclist, after all — the real point is the beautiful lifestyle enabled when communities “Copenhagenize.” So here’s a snapshot, one typical day of the lifestyle, as lived by my family and me during our sabbatical year away from Rochester.

The bike lane on busy Lyngbyvej is wide and separated from motor traffic. At rush hour, all the lanes fill, but cycling is safe and pleasant anyway.

After a Danish breakfast of pastries, yogurt, and coffee, I hop on my bike for the morning commute. Neighborhood roads bring me to Lyngbyvej (pronounced “loong boo vye”), busy at rush hour with more car traffic than almost any road in central Copenhagen. Still, it’s a pleasant place to cycle, because its wide bike lanes are separated from the cars by curbs, and because automotive traffic is held to reasonable speeds by stoplight timing and posted limits. At rush hour, Copenhagen’s roads carry more bikes than cars, so I feel like part of the crowd. Some cyclists ride slower, and some ride faster, passing on the left, often after ringing their bells to avoid surprises. (Impatient commuters sometimes ring excessively.) As I head south, motorists turning right wait at the intersection for a gap in the long line of cyclists passing in their own lane.

From experience I know that the stoplight at Tagensvej (pronounced “tah gens vye”) is slow, so seeing its pedestrian signal turn green up ahead, I pedal harder. A green bike signal comes next, then a green signal for motorists. I sail through as the bike signal turns yellow. Arriving at work in under 10 minutes after a 1.5-mile ride, I’m invigorated and just starting to warm up. Bike parking is ample, with spots in the open by the nearby entrance, covered spots further away, and beyond them, an underground bike-only parking deck for bad weather and expensive bikes. Most folks ride commuter bikes, akin to what Americans might call hybrids, neither flashy nor expensive, just practical. I pull into a covered spot.

Cyclists and pedestrians in Copenhagen can be confident that their safe routes won’t dead-end, even when construction in booming Nordhavn gets in the way.

Meanwhile my younger daughter, age 12, sets out for school, also biking. She soon turns left from Lyngbyvej, using the usual jug-handle method: ride across the intersecting street, stop until the signals change, then ride left across Lyngbyvej and on toward school. That keeps her in the bike lanes all the time, so she doesn’t have to change lanes and cut across motor traffic. Like the Danes, she gives a hand signal beforehand. A few blocks later, road signs direct her through a slight detour. Construction is blocking the usual bike lane, so the motor-vehicle lanes have been narrowed to make room for bikes and pedestrians, protected by a steel barrier. Construction is no excuse to block important bike and pedestrian thoroughfares.

Copenahgen may have the world’s highest rates of bike transportation, but it doesn’t have the world’s best weather. Today it’s drizzling, so my daughter is wearing a shell jacket, boots, and her new waterproof pants. Danes like to say there is no bad weather, only bad clothing. Sure enough, rain hardly changes the number of cyclists on the road, and today the nearby cyclists wear clothing varying from Gore-Tex to full-body ponchos to soggy blue jeans. Most of their bikes have fenders, and lights are required by law–winter nights in Denmark are long.

My daughters turn left here on their way to school. Cars, bikes, and pedestrians all have separate lanes and separate traffic signals. Cyclists can lean on the railing above the curb, and the timer (circle of white lights) tells when their signal will change. Also: Danes dress well, regardless of whether they are pedaling!

Having stuff to carry doesn’t keep people from cycling, either. I take my laptop and lunch to work in waterproof saddle bags. My daughter carries a backpack, like many of the riders around her. Nearly all their bikes have racks on the back, often bearing loads held with bungee cords. Mail, football equipment, take-out, Ikea furniture, and all manner of things get carted around on sturdy flatbed cargo bikes, sometimes with electrical assistance to make pedaling easier. Danish parents commonly carry their kids to school in cargo bikes with boxed compartments on the front. Older kids sit on tag-along bikes attached to mom’s or dad’s. Most have learned to ride solo by age 3 or 4, and are getting to school on their own bikes by age 6 or 7.

My older daughter, age 13, isn’t a morning person and leaves later, finishing her 2.2-mile commute and parking her bike just in time for class. After school, the clouds persist but the rain has quit, so she decides to bike with classmates to Stroget, one of the largest pedestrian-only market streets in Europe, to window-shop and buy some candy to share. As her dinnertime curfew approaches, she considers the headwinds and decides not to bike all the way home, instead catching the S-train, which allows bikes anytime. Metro trains also allow bikes, though not at rush hour, and only with an extra ticket. But she might be tempted to take the Metro anyway once the new Orientkaj stop opens–it’s next-door to her school.

The nearby Vibenshus Runddel metro station, which my daughters and I pass on our morning commutes.

While the rest of us are away, my wife shops for some hygge (cozy) furnishings at the neighborhood secondhand shop, then picks up groceries for dinner, including fresh-baked bread. She could bike both places, but decides to walk for exercise, and anyway the grocery store is only three blocks from our apartment. After working at home awhile, she rides the S-train to Klampenborg to jog in the woods. In summer, she might instead bike to the Nordhavn harbor for a swim, or cycle 25 miles to Helsingør, then ride the train home. Neither she nor I need to plan our day around driving our kids from place to place, since they can capably bike and navigate public transportation on their own.

Home together at the end of the day, the four of us light candles, start a fire in the wood stove, and sit down to dinner. My younger daughter is ravenous after biking home from football (pronounced “soccer”) practice. My older daughter is proud that her new fitness tracker logged 14,000 steps since the morning. We have lived another day of our full and busy lives, traveling to work and school and many other places without driving a car or wishing for one. Our daily travels have required nearly no fossil fuel and put nearly no carbon into the atmosphere. Outdoor exercise lifts our moods and keeps us fit. Alternative transportation gives the kids freedom to move about independently, making extra time for us parents. And in the summertime, when the days are long and the skies are clear, Copenhagen transportation is even more lovely.

Stroget, the pedestrian street where my older daughter goes with her friends. Cargo bikes like the one parked here can carry a couple of small kids or a lot of groceries.

Crucially, you don’t have to live in Copenhagen to enjoy this lifestyle. Ride RTS. Rent a Pace bike. Stroll to your neighborhood cafe. Bike to work and to the Public Market. Though Rochester’s bike infrastructure doesn’t match Copenhagen — nobody’s does — you can bike to many destinations without using big, ugly roads clogged with motorists. Pedal on the Canal Path, on the River Trail, on the cycle tracks along Union Street or Elmwood Avenue, on the network of Bike Boulevards, or simply on quiet streets that parallel the big thoroughfares. Teach your kids to bike, show them safe and effective routes, let them walk, and teach them to use public transportation. Tell community leaders about the importance of building alternative transportation infrastructure. And support organizations like Reconnect Rochester that are enlarging this lifestyle in Rochester.

May 1, 2015 No Comments

Congress Introduces Safe Streets Act of 2015

Posted by: board member Renee Stetzer, pedestrian safety advocate and blogger at RocVille.com

Congress introduced a bill this week that will help streets across the country become safer for all people, regardless of their mode of transportation. With bipartisan support, The Safe Streets Act of 2015, was introduced by Representatives Doris Matsui (D-CA) and David Joyce (R-OH):

February 10, 2014 3 Comments

Rochester Bicycle Boulevards Public Meeting

Rochester is planning a network of bicycle boulevards external link to connect destinations throughout the city and give residents a safer bike commute. The plan is being developed by the City of Rochester, in partnership with the New York State Department of Transportation, Monroe County, Rochester Cycling Alliance, and Genesee Transportation Council.

If you’d like to hear more about this project and provide input, please attend the first public meeting tomorrow:

Tuesday, Feb. 11 @ 6pm
Central Library of Rochester & Monroe County NY
Kate Gleason Auditorium
115 South Avenue external link

January 26, 2014 No Comments

Join the Call for Safer Streets in Rochester

Last week the City of Rochester decided it would not move ahead with a planned road diet along Lake Avenue that many had hoped would improve safety for drivers, cyclists, pedestrians, and those who depend on bus service in the area. The Lake Avenue Improvement Project external link would have replaced two automobile lanes with a center turning lane and bike lanes. Due to pressure from the Charlotte neighborhood and merchants associations, city engineers will be sent back to the drawing board, ordered to keep all four auto lanes…

March 22, 2010 1 Comment

Rochester Shows Up

If you were at the Circulator Study Public Meeting tonight, THANK YOU! Turn out was good. It could’ve been even better… but there were plenty of people there asking questions and giving input and the room had a constant buzz. Even the media external link thought enough to make an appearance. There will be another public meeting in June/July to share the preliminary findings of the study so stay tuned and continue to share this story with friends and neighbors. We’ll need even more of you at the next meeting.