Common Good in Cities: People Who Cycle Are "Better" Than People Who Drive

"Orientation towards the common good in cities: The role of individual urban mobility behavior," Journal of Environmental Psychology (2023)

Abstract:  Orientation towards the common good is considered as a building block of  social cohesion and has been shown to benefit both social communities and their residents. Mobility behavior (e.g. cycling) is associated with many positive psychological variables, but little is known about its relationship with the orientation towards the common good. This study examined the relationships between mobility behavior and four facets of orientation towards the common good: political participation, social participation in organizations, neighborhood solidarity, and neighborly helpfulness. Using a longitudinal multilevel analysis, annual surveys between 2014 and 2019 of a representative sample of the German general population (GESIS PANEL, N = 410) were analyzed. Cycling rather than driving was positively associated with orientation towards the common good in all models. Cycling was the only variable that was a significant positive predictor for all four facets of orientation towards the common good after controlling for possibly confounding variables (homeownership, personal income, education, sex). This research demonstrated that mobility behavior is associated with the orientation towards the common good. These findings are significant for policy and planning because the benefits of cycling over driving are more profound and sustainable than previously thought.

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Makes sense to me that when you're riding (or walking) you're more connected to your community than when you're apart from it in a car.  

And this concept is expressed in an article about the Louisville Loop, a concept for a 100 mile trail loop around the core of Louisville, Kentucky, through various different land use contexts from Olmsted era parkways to the city's Riverwalk ("Louisville Loop architect of 30+ years drives effort to build more trails," Louisville Courier-Journal)

Despite the obstacles the Loop has faced in the last decade, Swintosky remains focused on the vision laid out by the Louisville Loop Master Plan, which called for the completion the 100-mile trail "that becomes an essential component for the growth and prosperity of the region."

"I mean, you could read the Louisville Loop Master Plan, but I can enunciate the words just from my own knowledge and experience," he said. "(The trails) are community-building, they provide good, healthy living opportunities. They give the community opportunity to experience parts of their own area that you don't get by just driving down a road."

This is an example of how parks, trails and open spaces contribute to community well being, engagement, and the presentation of third spaces.

In the entry on National Trails Day, I forgot to reference the term I prefer, "social bridge" and William H. Whyte's term, "triangulation" about how public spaces provide the opportunity for people who don't know each other to interact:

William H. Whyte and "triangulation."  Whyte, who had been editor of Fortune Magazine, became interested in cities and public space, and pioneered methods of urban observation, including filming people and how they used public space.  He wrote a couple of very important books on cities and activation, The Social Life of Small Urban Places and The City: Rediscovering the Center.

One of his concepts is what he called "triangulation," where people who didn't know each other talk to each other.  Triangulation is the process: 

in which a stimulus provides a social bond between people. Strangers are more likely to talk to one another in the presence of such a stimulus. The stimulus might be musicians, or street entertainers, or apiece of outdoor sculpture. Museum professionals will note the relation of these stimuli to landmark exhibits which have a similar effect.

Anne Lusk, in her dissertation on greenways, calls this a social bridge. and I like that term better, it sounds less "social sciency." She wrote about how to design greenways to promote social interaction: 

Except for a minimal number of elements, the environment does not facilitate interaction between strangers. While someone could hold open a door and a person passing through could say thank you, necessary ADA regulations are making many doors automatic. 

If social capital is to be increased and interaction between people who know one another and people who do not know one another improved, environments that might foster positive interaction should be built. At the destinations, social bridge elements could be incorporated in the built environment. These social bridge elements include four types:  

1) Assist, 2) Connect, 3) Observe, and 4) In Absentia. 

An assist social bridge is the built element that allows one person to assist another person. A connect social bridge is a form of William Whyte's triangulation where a third element is watched, such as people kayaking, and strangers talk as friends. An observe social bridge is the positive feeling when a kindness is witnessed and that kindness is facilitated by the element in the built environment. An in absentia social bridge could be experienced in the perception of the person who created or maintained the space for the enjoyment of the recipient. 

And we need to think about that more broadly, in terms of both design of spaces but also programming ("The layering effect: how the building blocks of an integrated public realm set the stage for community building").  And once again, David Barth's integrated public realm framework.

And that's exactly what I ended up doing a couple Sundays ago, crashing the Turkish holiday Kurban Bayramı (Eid al-Adha) held at Sugar House Park.  I made a new friend, and had great food and I learned a lot.

National Trails Day: Saturday June 6th

The first Saturday of June is National Trails Day.  I think that it should be leveraged to promote trail use, volunteerism wrt cleanups, as a day to celebrate opening new trails, facilities, etc. ("Thousands of volunteers help maintain WA trails each year," Seattle Times).  

Too often it isn't.

The American Hiking Society is the lead, but federal agencies, at least they used to, like the National Park Service and the US Forest Service were big celebrants.  

Biking and walking access is a big part of trails and Trails Day events.

US Forest Service lands are free access on Trails Day.  They have a lot of volunteer and other events that day, all over the country.

National Parks aren't free that day.

1.  Last month, while doing park playground evaluation for a grant application, I realized besides most places not having enough signage calling attention to trails, that trail signage could be augmented with information/icons pointing people to nearby services like restrooms or air pumps--bike maps often do this, but not signs.

-- "May is National Bicycle Month | More on the concept of adding services icons to bicycle route wayfinding signage"

2.  Years ago, I was blown away by a trail study for Cuyahoga County (Cleveland) Ohio (Cuyahoga Greenways Plan) that did demographic studies about the increased range of jobs made available through the expansion of trail networks.  

I haven't stayed in close touch with bike planning best practice over the past few years, but I think this plan is definitely worth reading in terms of how it lays out goals and evaluation criteria for route selection, and even branding!

3. The basic idea is building a network for cycling.  I like the way an old German National Bicycle Plan illustrated the point.

I'm still proud of the concepts I developed many years ago in creating the Western Baltimore County Pedestrian and Bicycle Access Plan in terms of the scales at which to focus the development of bicycle and walking infrastructure ("Extending the "Signature Streets" concept to "Signature Streets and Spaces""):

• within neighborhoods
• one mile radius from schools and bus stops and transit stations
• three mile radius from "town centers"
• along corridors
• between corridors
• connections within and to parks, which I called a County bikeway network
• connections to neighboring jurisdictions (Baltimore County has borders with Baltimore City, Anne Arundel County, Howard County, Carroll County and Harford County in Maryland, and York County in Pennsylvania.

4.  With regard to trails as networks and infrastructure, urban trails can be particularly good at connecting neighborhoods to parks, libraries, shopping districts, grocery stores, schools and other civic assets.  The Northwest Branch Trail in Prince George's County does this very well--and it's the first trail that I really rode on that made me realize the value of trails versus street riding.

On the street, so much of your mental energy is occupied on defensive cycling.  You can drop a lot of that when riding trails, except for gauging the movement of pedestrians, little kids, dogs, roller bladers, scooter riders, skateboarders, etc.

On the Baltimore and Annapolis Trail and the Indianapolis Cultural Trail, brewpubs in Iowa, etc. many businesses have opened rear entries to link to the adjoining trail.

The patio and 606 Trail access point at Wolf & Company in Bucktown. Credit: Quinn Myers/Block Club Chicago.

In Chicago, the Wolf and Company restaurant is the first company to have placed a restaurant entry on  the 606 Trail.  

They specifically chose that building because it could support multiple concepts, including the trail.

Ironically, the 606 Trail was created to serve a lower income area of Chicago ("Lessons from The 606," DePaul University Institute of Housing Studies) but the Bucktown neighborhood where the restaurant is, is decidedly upscale.

The top floor is a cafe with coffee, tea and other drinks.

The bottom floor, 1752 N. Western Avenue opens to the street and neighborhood, with a full service restaurant, bar and market ("Bloomingdale Trotters Should Beware of Wolves, Not Foxes, Along the 606," Eater).

With a butcher case like this, and prices to match, the market is definitely a lot more than a typical convenience store focused on selling snacks and soda.

So Wolf & Company is three concepts: cafe; restaurant and bar; and upscale market, in one, connecting both to the 606 Trail and the Bucktown neighborhood.

5.  Speaking of branding, how about Promoting Bikeway Networks through Postcards?  The Alta Trail Map postcard below pictures their trails for winter skiing.  I like the icons they use to denote the various amenities at different trailheads.  Ski resorts promote mountain biking in summers as a way to build revenue off-season, and publish trail maps.

Relatedly, the Ketchum Idaho Visitor Center has trail maps posted on its walls.  As do some other groups.  But rarely bicycle shops.

6.  Not trails per se, but bikeways, Salt Lake is really doing a lot of great work ("Recent study cites Salt Lake City as one of the nation's safest metro areas for bicycling," Cache Valley Daily), even though its program to add sustainable mobility infrastructure to the city's streets has been stymied and preempted by the Utah State Legislature--legislators complain that bikeways make it hard for them to drive to the Capitol ("Utah Senate approves bill that blocks Salt Lake City's street improvement work," Salt Lake City Weekly).

7.  Besides the drying up of federal funding for sustainable mobility infrastructure ("Cities Losing Federal Support for Bike and Walking Infrastructure," Governing, "USDOT’s historic failure to advance any new transit projects in 14 months may be a sign of things to come," Transportation for America) and fortunately most states and localities are maintaining their commitments to biking and walking (and can't afford to cover federal government funding for transit) ... 

8.  the biggest issue in bicycle planning to me is not the development, construction and implementation of infrastructure and facilities, but providing the assistance people need to make the transition from automobile-centricity to biking.

I write about that here:

-- "Revisiting assistance programs to get people biking: 26 programs"

9.  Secure bicycle parking networks operating at the metropolitan scale.  But while #24 is Provision of secure bicycle parking, and lockers and showers in destination districts.  Zoning requirements to build them in office buildings and campuses of a certain size.  Or as a proffer/ community benefit.

I failed to call out specifically the need for secure bicycle parking networks.  That means 27 points.  This covers the topic:

-- "If you're going to promote electric bikes at scale, there needs to be complementary investment in secure bicycle parking and charging" (2023)
-- "Bike to Work Day as an opportunity to assess the state of bicycle planning: Part 2, building a network of bike facilities at the regional scale" (2017)

Rennes, France does a good job with regional secure bike parking ("National Bicycle Month | Rennes, France: a national model").  Other European cities too.

10.  E-bikes can help a lot.  Years ago I was critical about e-biking, because I thought "regular" bikes worked in cities--especially in flat areas--just fine ("(Still) tired of mis-understanding of the potential for e-bikes."

E-bikes have the added benefit of 

1. extending the distance people are willing to commute by bike
2. making it easier for aging seniors to continue biking
3. making it easier to bike in hilly conditions
4. making a bicycle trip more competitive with car travel in terms of time, so that people actually switch trips from a car to a bike.

From Reddit. An Amazon e-bike vehicle making deliveries in DC.  Although some worry about such vehicles blocking bike lanes. 

11.  Making cycling irresistible. But my earlier position on "the right way to use electric bikes" made me remember job isn't to make plans about how I think people should bike.  It should be about building the conditions to make bicycling irresistible 

-- "Making Cycling Irresistible: Lessons from The Netherlands, Denmark and Germany," Transport Reviews (2008).  

I used that paper as the foundation for this piece, which was commissioned at the time by the DC Bicycle Advisory Committee in response to a Rails to Trails Conservancy initiative.   

-- "Ideas for making bicycling irresistible in Washington DC" (2008)  

In writing, I made the point that DC is urban and should lay out an urban agenda for biking, as opposed to the more suburban and rural biking "sense" of the rails to trails movement.

I see one of the ideas, delivery services using bike-based vehicles is just now being implemented in DC.

12.  E-bikes and cargo bikes help people shift trips to and from school from car to bike. ("Small But Mighty: Electric Bicycles Can Bridge the Gap in Access to Transportation," National Laboratory of the Rockies, "Study finds that once people use cargo bikes, they like their cars much less," ArsTechnica).

13.  E-bike voucher programs are quick to fill up.  I didn't even know about the latest one in Utah ("Utah E-Bike Program offers $800 vouchers to qualified residents," ABC4).  It opened on June 1st.  Was full before the end of the day on June 3rd.

I like the usually these programs provide more support for those of lesser means.  But I think that they should be loan deductible programs like in in England or Ireland.   Sometimes, they are funded through carbon tax programs and similar kinds of impact fees.

14.  E-bikes on trails (and beaches) can be problematic.  On trails it is because they are faster than people on foot or regular bike.  And certain types of e-vehicles aren't bicycles, but more akin to motorcycles ("Iowa City needs a nuanced conversation about e-bikes," Iowa City Press-Citizen, "Iowa cities team up to promote e-bike safety on trails and sidewalks," Iowa Public Radio/NPR, "E-bikes are all over mountain trails. Some want them banned," "In the South Bay, e-bikes are restricted along the beach. Yet they’re still everywhere," Los Angeles Times, "Moab Opened 200 Miles of Trail to E-Bikes. I Was One of the First to Ride Them (Legally)," Outside).  From the first article:

Anyone who regularly uses Iowa City trails has likely seen the tension already developing: riders moving too quickly through crowded pedestrian areas, oversized throttle-powered bikes built more like motorcycles than bicycles, and parents purchasing machines online without realizing they may exceed Iowa’s legal definition of an e-bike. 

A sign posted at a trail entrance to the Aliso Wood Canyon Wilderness Park 

in Aliso Viejo, California restricts e-bike usage.

That matters because Iowa City has spent decades building trails designed to function as shared public spaces. Pedestrians, runners, wheelchair users, cyclists and families with strollers all use the same network. That system works because speed differences remain relatively manageable and predictable. A 12 mph difference matters on a crowded trail. A 30 mph difference changes the character of a shared trail completely. 

Unfortunately, the public conversation often collapses into two extremes. Either all e-bikes are treated as dangerous, or any discussion of regulation is dismissed as anti-bike hysteria. Both reactions miss the point. Most e-bike riders are responsible, and many are exactly the kind of people cities should want out of cars and onto trails. E-bikes reduce traffic, parking demand, and transportation barriers for people who might not otherwise ride at all. At the same time, it is reasonable to acknowledge that high-speed electric motorcycles do not belong on crowded recreational paths simply because they have pedals attached.

Ketcham, Idaho.

15.  Suggestion: Create a senior bike purchase deduction program from the social security benefits program.  I recently suggested Medicare could do this for seniors ("The "new" Washington Post editorial page blows a chance to be innovative | Nudging versus "nannyism" and senior health care"), but instead of deducting from your payroll check, from your Social Security check.  

There is clear value for promoting senior biking as a fitness measure.  Let's make it easy.  People with lower incomes could get a match--the check doesn't go all that far for many and i can be difficult to save up for big expenditures.

16.  Speaking of seniors, we need to have programs that promote walking and biking as people age.  Some senior centers and organizations do this on a national best practice basis ("Freewheelers: Old Spokes Bicycle Club," Philadelphia Inquirer).  Apparently there is a similarly named Old Spokes group in Calgary.  

Baltimore County Office of Aging sponsors a Cycling Seniors program.  Etc.

A couple years ago, Washington Area Bicyclists Association did an active transportation expo for seniors.  

I think all senior center programs should develop and implement similar kinds of programs.

17.  Acknowledge and respond to climate change.  Trails should consider adding push button mister stations to deal with the heat.  

Water stations where they can be installed, based on access to utilities.

Add shade structures and tree plantings.  With the aim that over decades, the trees become tall enough to provide significant shade.

A mister on a playground.  

 

Daylighting creeks in Salt Lake City: Creating the Three Confluences Park

Last Saturday was the Celebrate at the Confluence event sponsored by Seven Canyons Trust, held at Three Confluences Park on Salt Lake City's West Side.

Seven Canyons Trust worked with the city to create the park by daylight the confluence of Red Butte Creek, Emigration Creek, and Parley's Creek at 900 West  ("Salt Lake City’s newest park is now open — see where three creeks meet on the west side," Salt Lake Tribune).  It opened in 2021.

The Trust grew out of a University of Utah planning design studio, which focused on the concept of daylighting creeks throughout Salt Lake Canyon.

The Wasatch Front is full of canyons and creeks.  The creeks, fed by snowmelt and rain, empty into the Jordan River which in turn flows into the Great Salt Lake.  Area communities capture this for the bulk of their water consumption.  (Once they are past the canyon, rain and stormwater, plus water releases from the canyons, make up the water flow.)

An 1800s citizen movement to protect the watershed.  Because of citizen concerns in the late 1800s about the quality of water supplies because the creeks and rivers were mostly used for dumping waste including dead animals, and the denuding of canyon forests for wood, they advocated for the creation of national forests as a way to protect the water supply.

Phillips Arch in the boundaries of the Grand Staircase-Escalante National Monument.  Photo: Tim Petersen.

Today Utah is a leader in trying to overturn federal ownership of public lands.  These days that's particularly ironic, because at the State level and the State's representatives in Congress, including the particularly odious Senator Mike Lee, Utah is a leader in trying to get federal public lands given to the state.  And the state (and Senator Lee) want to develop these lands as much as possible ("Thanks to Utah, Americans are about to lose their public lands," Moab Times-Independent).  

For example, the State supports the reduction in size of the Grand Staircase-Escalante National Monument ("Grand Staircase-Escalante National Monument Under Attack from Utah Members of Congress," Earthjustice).  And it suggested that the federal lands in the Big and Little Cottonwood Canyons--also used by for profit ski resorts in the winter, should be converted to state control.  To what ends...?

The State of Utah funded an ad campaign promoting its preference for federal lands being "returned" to the state.  Note that the State Constitution says federal lands should always be federal ("Here’s how much Utah is spending on a public relations campaign for its lawsuit seeking control of public land," Salt Lake Tribune).

Forest Service changes to increase for profit use of forests at the expense of conservation and public use.  Moving the US Forest Service to Utah ("The Forest Service Is Moving to Utah. Here’s What That Means for Our Public Lands," Outside) and the firing of scientists there ("Forest Service Sheds Research Capacity in Move to Utah," PEER) furthers this agenda.

How the Trump Administration is selling the move: "USDA Prioritizing Common Sense Forest Management, Moves Forest Service."

Undergrounding into pipes creeks and rivers.  But I digress.  In many urban areas, starting in the 1800s, creeks and rivers were covered and diverted into underground pipes.  

In DC, that's happened with Tiber Creek.  Someone who worked in a building abutting the old creek said you could hear it sometimes.  

In my Manor Park neighborhood, a creek at Fort Slocum was undergrounded--but the area still has a high water table and flooding--we had to install two sump pumps as a result of that and increasingly "robust" rain events.

DC still has other streams, even if it doesn't have an active daylighting program.  The Anacostia Watershed Society, Anacostia Riverkeeper, and Washington Parks & People lead efforts to remove litter and improve water quality for creeks that run into the Anacostia River.

Rock Creek Conservancy does the same for the DC and Suburban Maryland sections of the Potomac River Watershed, alongside the Potomac River Conservancy.

RFK Jr. may be willing to swim in it.  I think it's still premature ("Kennedy Swims in Washington Creek That Flows With Sewage and Bacteria," New York Times).  But ever closer, at least for the River, except that it took a major step backwards when a wastewater line burst, flowing into the River for weeks before it was repaired and contained ("A Huge Sewage Spill Is Over, but Contamination Lingers in the Potomac," NYT).

Daylighting.  For 20ish years at least, there has been a movement for daylighting--restoring these creeks and rivers.  Seoul is particularly famous for removing a freeway that had been built on a river.  In 2020, the Catharijnesgel Canal in Utrecht, Netherlands, was restored after being filled in during the 1970s to create a 12-lane freeway.  Etc.  

Before and after, Cheonggyecheon Restoration Project.

I think I first came across the concept in an issue of the Urbanite, a magazine that focused on Baltimore urbanism, which sadly went defunct as a result of the 2008 Great Financial Crisis.  

In "The Urbanite Project 2010" "Architect Gabriel Kroiz and environmental lawyer Eliza Smith Steinmeier proposed daylighting Harford Run, a stream that runs under Central Avenue, and turning it into a lively community recreational space."

 3 Confluences Park today and the site in 2007.

Jordan River.  Separately the Jordan River Commission has been charged with restoring the Jordan River (and Utah River in Utah County) as it flows to the Great Salt Lake.  One thing they did that's really cool is the Jordan River Parkway trail along the River from Utah Lake in Utah County to the Great Salt Lake in Davis County--I've ridden parts of it but then I got sick and couldn't bike ride--over 60 miles.

View of the 3 Confluences from the east bank of the Jordan River/Jordan River Parkway Trail.

Going to the dogs

In the past I've written about dogs as an indicator of people feeling safe living in cities, and that dog walking provides the impetus for many to actually walk outside in a city.  Plus, dogs (and little kids) act as a "social bridge" (what William Whyte called "triangulation") in getting people who don't know each other to interact.

Some say, with justification, that dog parks are an indicator of reproduction of space and gentrification.  This study, "Dog Parks and Coffee Shops: Faux Diversity and Consumption in Gentrifying Neighborhoods" (Journal of Public Policy and Marketing) is based on DC.

-- "Dog Parks and Coffee Shops documentary about gentrification in DC," 2020

OTOH, how many times have you stepped in dog poop or narrowly avoided it?  Even people who do pick up the poop often toss it into recycling cans, contaminating the waste meaning it can't be recycled.

Suzanne was talking to people about my illnesses, and a person opined that I should get a dog.  That's the last thing I'd be interested in, even though health researchers think having a dog is a good thing ("Can’t commit to a dog? Have one for a day — science says it’s good for you.," Washington Post).  

Psychologist Kerri Rodriguez, who leads a group at the University of Arizona that researches animal-human interactions, said spending just five or 10 minutes with a dog can make people happier and decrease their stress.

In fact, research has shown that when people interact with dogs, oxytocin — known as the love hormone — increases in both species. This is true even if you’re petting someone else’s friendly dog.

Actually my response was "F* that."  I can walk and do things without a dog, and without the responsibility of dog maintenance.  Reading and writing makes me happier...

Note that for a long time, urban multiunit apartment buildings have been offering dog-related amenities to tenants ("Pet-Friendly Apartment Amenities Gather Steam Amid Societal Shifts," Commercial Observer).

1.  "America’s Most Dog-Friendly City Has Had Enough," Wall Street Journal

.  People aren't managing their dogs and feel entitled to take them anywhere.  From the article:

Rose Crelli loves dogs. The violinist grew up with sled dogs in Alaska. She stops to pet dogs on the street. If she had to rate her love on a scale of 1 to 10, it would be a 10.

But Crelli, 29, has started thinking maybe San Francisco is too dog-friendly. While she and a friend were having coffee at Alamo Square park, the pair were approached by five different off-leash dogs in an area that requires dogs be leashed. The final visitor, a golden retriever, sent Crelli over the edge. “It literally launched itself at my pastry and got its mouth all over it and covered it with drool,” she said. The dog’s owner saw the whole thing and kept walking.

I had something like this happen to me in DC.  It cost me a cup of coffee and the dog owner felt no compunction for recompense.

2.  "An Italian City Is Considering a Dog Tax for Tourists and Locals," New York Times.  It's to pay for the costs associated with errant dog owners who don't pick up dog poop, etc.

A bill in Bolzano, Italy, would mean that dogs bringing their owners to the Tyrolean Alps for some scenery and mountain air would face a new charge of roughly 1.50 euros ($1.75) per day, the Italian news media reported.

Local dogs won’t escape under the bill, which would come into force in 2026 if it is approved by the provincial council. Residents would be charged an estimated 100 euros per dog, per year, bringing back a dog tax that was abolished in 2008.

Flickr photo by Edgar Zuniga, Jr.  Sugar House Pond.

3.  Sugar House Park, Salt Lake.  We don't have a dog park, dogs are required to be on leash, but the vast open spaces of the park lead many to unleash their dogs.  For the most part it isn't a problem, and we don't have the resources to enforce the rule.

The board member representing the County Parks Department, which operates the park for us under contract, says if we had a dog park, then people would be more inclined to follow the rules.  

Note the dog park denoted at the lower right of the map for SLC's Fairmont Park.

For me, given that there is a city park a couple blocks aware with over 2 acres devoted to a dog park, I think it's unnecessarily duplicative to create one in our park.

4.  Great guidance offered by Salt Lake County Parks.

-- Salt Lake County Off-Leash Dog Park Master Plan

5.  "Chicago restaurants mixed on the prospect of dogs at the table," Crain's Chicago Business.  An alderman has put for legislation to allow dogs in restaurants, not just on patios.  Holy health department Batman!

6.  Private dog parks with bars and play areas are a new type of business on the rise across the country ("Detroit dog park and bar set to open a suburban outpost," Crain's Detroit Business, "Detroit’s first indoor and outdoor dog park with beer garden plans second location," Detroit Free Press).  Usually they have membership fees.  

The Southfield Barkside will have 5,000 square feet of indoor, climate-controlled, off-lease play space and 8,000 square feet of outdoor fenced-in space. The indoor space will feature wi-fi and TVs. The Southfield location will also have dedicated indoor and outdoor play areas for small dogs. The new dog park and bar will have space for 150-200 guests and a staff of 15-20.

Bark Social when it was operative, in Bethesda, Maryland.

I know one went out of business in DC ("Bark Social dog park, bar files for bankruptcy, shutters all DMV locations"), so I expect the market isn't that big.  Although Bark Social is relaunching on a much smaller scale.

7.  Dog parks issues in Boston ("Boston has few dog parks. It’s led to a pitched battle over public space," Boston Globe).  Apparently Boston is particularly dog friendly.  Many parks it's against the rules to walk dogs, even on leash.  

The article discusses how some park systems across the county have hours where off leash use is allowed, partly as a public safety measure, to crowd out negative uses.

8.  Apparently there is an issue with pet rescue sheltering in DC, which dropped its vendor without a new one on deck ("Inside the Year-End Scramble to Save More Than 100 D.C. Dogs," Washington City Paper).

Gaps in Parks Master Planning: Part Ten | Park transportational access

In 2024 I wrote a series of articles on Gaps in Park Master Planning, based on my experience sitting on a park board in Salt Lake City, with interesting inter-governmental relationships in that the park is jointly owned by the city and county, overseen by an independent board--as a kind of proto parks conservancy (like Central Park in New York City) but never with the investment or effort to develop the conservancy element ("Creating a Park Conservancy that Fits," Parks & Recreation).  My work on various projects in DC as well as on the Eastern Market public market board prepared me well for these issues.

-- "Gaps in Parks Master Planning: Part One | Levels of Service"

-- "Gaps in Parks Master Planning: Part Two | Utilizing Academic Research as Guidance"
-- "Gaps in Parks Master Planning: Part Three | Planning for Climate Change/Environment"
-- "Gaps in Parks Master Planning: Part Four | Planning for Seasonality and Activation"
-- "Gaps in Parks Master Planning: Part Five | Planning for Public Art as an element of park facilities"
-- "Gaps in Parks Master Planning, Part Six | Art(s) in the Park(s) as a comprehensive program"
-- "Gaps in Parks Master Planning: Part Seven | Park Architectural (and Landscape Design) History" 
-- "Gaps in Parks Master Planning: Part Eight | Civic Engagement"
-- "Gaps in Parks Master Planning: Part Nine | Second stage planning for parks using the cultural landscape framework" 

But while I have written a bunch about parks and transportational access, I didn't think to include that as another topic in the series.  The challenge is to ensure that as many parks as possible are accessible by transit.  This, and other forms of accessibility, should be covered in a parks master plan.

-- "Gaps in Parks Master Planning: Part Ten | Park transportational access" (2025)

A Toronto Star article, "When it comes to public spaces, like High Park and the Islands, access shouldn’t be a hurdle," reminds me that I have written about parks access issues for a decade or more, that I am dealing with it specifically for Sugar House Park (a project that is likely to take at least six years, and I hope it will include artistic intersection treatment, plant-related transit shelters, and median plantings, alongside a park-side bicycle lane and road dieting--taking one lane of the major east-west street abutting the park), and that this is definitely a gap in parks master planning, tricky because the access points are usually under the jurisdiction of local and state highway-transportation departments.

High Park Movement Implementation Strategy.

The article goes on to discuss High Park, where the city made a bunch of controversial changes making car access and parking more difficult ("High Park car ban: Can the city's changes ease the anger?").  From the article:

One year later, critics say that while the city moved quickly to close the park to vehicles, it hasn’t followed through with timely supports for people with mobility challenges, who can’t walk in from the perimeter, access the shuttle that runs from High Park subway station, or use the trackless train that runs through the park, but is not wheelchair accessible.

(Note this comes up with Sugar House Park too.  But it's a county park, and the Salt Lake Valley is the epitome of sprawl.  A car free park would significantly reduce participation.  Making the park car free just seems like picking at a scab.  Although I hope to start a program of weekend "Open Streets" over the course of the year.)

Goals.

First is the issue of physical access.  Is it easy to get to a park by walking, transit, trails, or car?  Most park access planning is focused on the car.  

Second is the issue of equity. When you require a car to access a park that this triggers equity concerns, and transit (and transit fare assistance) should be provided.  

Third, city park access on the perimeter may need greater focus.  For a "regular" city or county, the traditional transit system can suffice.  E.g., in Salt Lake City, most major parks are accessible via regular bus routes, although this access isn't necessarily well integrated into the park.

Sugar House Park, 1300 East.

Fourth, it's important to plan for seasonality, specifically winter, for city parks and trails, and snow clearance ("Gaps in Parks Master Planning: Part Four | Planning for Seasonality and Activation").  People use parks in winter.  So snow clearance may be an important issue, but may often be ignored.  Also in the early morning and evening when light diminishes.

Elements.

Railroad tourism to large national parks "out west" was the foundation of recreational passenger service.  It set the stage for park tourism, in both the US and Canada.  While many of Canada's parks still have train service, with US national parks it's hit or miss.  Except for a couple of private rail services focused on high end service and access.

Access.  Like with Toronto's park islands in Lake Ontario, the past blog entry "Revisiting: Access to Theodore Roosevelt Island, a national park in Washington, DC," discusses how a park in the Potomac River can only be accessed by a bridge from Virginia.  Ferry service from DC isn't provided.

Zion National Park shuttle bus.  Flickr photo by SoCal Metro.

National Parks.  The National Park Service does have a Transportation program, focused on reducing traffic congestion, visitor management, and preservation of natural areas within parks--the parks would be overwhelmed if people only used cars to get around within a park.

But generally these services are offered within parks, not to parks.  

Forests.  The USFS is much less developed on this element.  While many USFS sites are remote, a number are not, with major forests near or in major metropolitan areas like Atlanta, Los Angeles, and Salt Lake City, or other cities and tourist destinations like Sedona (USFS Urban National Forests).  

Pasadena is piloting a transit shuttle to the Angeles National Forest ("Urban Transit to Trails: Mt. Wilson Express Shuttle") with support from the federal park transportation access program.

Traffic congestion at Yellowstone National Park.

Dams and Fish and Wildlife installations.  Almost by definition these won't be accessible because they tend to be located far from cities.  Although local transit systems may provide service.  A fish and wildlife site in Metro Detroit is accessible by bus ("North America’s only international wildlife refuge is on the Detroit River. Visit by bus," Bridge Detroit).

Trailhead Direct transit shuttle, King County.

Local and state parks.  However, many parks are accessible through regular transit services, or special, usually seasonal park-focused transit such as in King County, Washington ("Yes, hiking. No, traffic. Trailhead Direct offers car-free travel from Seattle to the mountains," KUOW/NPR), Los Angeles County, Boulder, Sedona, etc.

Colorado's Bustang state supported inter-city bus service provides access to some state and national parks.

Salt Lake County.  The County is home to the Wasatch section of the Uintah-Wasatch-Cache National Forest but isn't accessible by transit.  

There is an exception with SkiBus (constantly being reduced because of lack of drivers) and some service in Big Cottonwood Canyon.  I've proposed the creation of what I call the Salt Lake County Recreational Transit District to provide such services.  

Park City Transit bus.

Resort communities.  Many resort communities across North America have transit services.  As a transportation demand management program, they are often free to use, to encourage both employees and visitors to ride.

For example, Park City and Summit County in Utah.  Summit County's High Valley Transit has even stepped in and replaced a service between Salt Lake City and Park City, that UTA said they couldn't provide.  Since HVT is free, so is bus route, which used to cost $5 each way.

With the support of Colorado DOT, Amtrak service runs from Denver to Winter Haven during ski season.  The Cuyahoga Scenic Railroad provides for bike access to the Cuyahoga Falls National Park.  Amtrak provides access to the Great Allegheny Passage Trail too, among others.

Water access.  A new 10-year plan to reduce traffic and improve safety and accessibility on Belle Isle calls for, among other things, bringing ferry service back to the island park and Detroit River ("Belle Isle’s 10-year mobility plan could see return of ferry service," Crain's Detroit Business). Nearer term, recommendations for two-way bicycle lanes circling the island, completion of the Ralph C. Wilson Jr. Centennial Trail and new wayfinding signs to help visitors find their way around are set to happen this year.

-- Belle Isle Park Multimodal Mobility Study

As mentioned above, Roosevelt Island in the Potomac River is not accessible from the DC side, only from Virginia.  This can be typical for parks in rivers.  

NPS does have some water transit access services, as do some localities, like Toronto and a ferry to Toronto Island Park, even if it is substandard ("Toronto's public spaces need results – not more plans," Toronto Globe & Mail).  Governors Island from New York City has a well regarded ferry service.

The National Park Service also supports "water trails," trails organized to connect parks, for people using waterborne vessels.

Trails.  Ideally, trail connections to parks are part of a broader system of regional trails.  Many cities and states have trail systems linking parks such as Philadelphia's Circuit Trails.  Akron, Ohio is a hub for three different trails, the Ohio and Erie Canal Towpath Trail, and the Freedom and Buckeye Trails.  The Great Allegheny Passage trail connects Pittsburgh to Washington, DC, partly via the C&O Canal National Park.  GAP has a Trail Towns economic development program to assist local communities with building bike tourism.

Increasingly, provision of trails within and to and from parks is less of an an issue.  If anything, trail access to parks is a high priority. Some parks have trail systems within a park as well.  The east coast Appalachian Trail and the west coast Pacific Coast Trail run along the entire coast of the US, and include both national and state parks on their routes. 

Access at Parks.

Parking.  While the point of this entry is facilitating non-motor vehicle access to parks, parking planning is a necessary element to accommodate users in ways that protect natural resources and other park users.  National and state parks usually charge a fee per vehicle.  Some regional parks in various jurisdictions, as well as beaches often charge for parking.  

Tillamook County, Oregon charges a parking fee at many of its parks and boat launches--$10/day or $55/year.

Sidewalks, intersection crossings, etc.  Does the park perimeter have a sidewalk?  Is the park accessible from nearby streets? 

Indianapolis Cultural Trail.

Are primary intersections into the park properly signalized and safe?  Are there opportunities for special entrance treatments incorporating artistic elements more generally or park specific?

From "Q & A with Cassie Wilson, a disabled Portlander and new bike rider," Bike Portland blog.

Americans for Disabilities Act.  Similarly, the park has ADA issues, and those continue to be addressed, limited by our budget and planning resources.

Salt Lake City did an ADA access plan for its parks and public buildings (ADA Self Evaluation and Transition Plan). 

More parks are taking care to provide ADA accessible trails and special mobility equipment to access them ("Building An Inclusive Park System For All Abilities," NY State Parks, Tillamook County, Oregon).

Intra-park mobility.  Most local and state parks have some issues where mobility access is inadequate in some way.

Sugar House Park has a biking and walking path as part of the street right of way.  It's less likely to vulnerability because the street ROW is one way--although that doesn't prevent wrong way driving or other mistakes.

But perhaps this could be separated from the road by being slightly elevated, in terms of its own paths.

Montreal.

Bicycle parking at a playground in Liberty Park, Salt Lake City.

Bicycling.  Bicycle parking, access to repair equipment, air, and perhaps electric charging for bicycles are park planning issues.  In terms of bicycle parking, providing secure parking for all types of bicycles, including cargo bikes and electric bikes, should be a part of the planning process. 

Access to bicycles is partly an equity issue.  Many parks have bicycle rental concessions. But that costs money. 

Bicycle sharing programs.  The original Tulsa Townies bicycle sharing system was designed to provide free bike use within Tulsa's Riverfront parks, although it is no longer in operation. Connecting four parks, Bismarck North Dakota has a park-based bicycle sharing system that is free to use.  Cities with widespread bicycle sharing programs provide bike sharing access naturally, although I am not familiar with any programs that provide free access for park users.

Bicycle sharing bikes on the National Mall in Washington, DC.

Wayfinding and cultural interpretation signage.  Directional signage for trails can be inadequate, forcing reliance on online sources, which some of us prefer not to use.

This can be an issue with statewide trails, regional trails like the Denver & Rio Grande Trail in Davis County, Utah ("Denver and Rio Grande Rail Trail in Davis County, Utah: a great foundation, full of (missed) opportunity") and local trails.

It's also nice to have cultural interpretation signage along the way, about local history, waterways and other topics.

Many years ago, the Passaic County NJ Transportation Plan included an element on historic interpretation of transportation infrastructure within the county, including rivers and canals.

  

Programming.  Programs to promote bicycling and walking should be part of parks master planning too.  Community cycling rides, training programs for children, supported walks, etc., are some of the programs that could be offered.

Some parks do close streets ("Open Streets" programs) disallowing motor vehicles for special events and weekends.  This is especially true overseas.