Landscaping transforms Alliance for the Arts

Florida Weekly 'Outdoors' column, March 25, 2020
danMOSER
bikepedmoser@gmail.com

Looking south toward Royal Palm Square Boulevard at the Alliance for the Arts.

What was always an active and aesthetically appealing corner property but lacking an important feature is finally becoming the complete package. Appropriately located along McGregor Boulevard at Alliance for the Arts, a sidewalk and landscaping project is transforming what would otherwise be common 5-feet wide ribbons of concrete into a functional and beautiful piece of outdoor art.

While this project may not be the only example of infrastructure as public art — nearby and adjacent to the Midpoint Bridge overpass is a military display built into the infrastructure that’s also quite inviting — it has special significance for me. The reason I’m so pleased to see the Alliance project is as much about the basic sidewalk as the creativity that makes it special.

From the beginning of my involvement in bike/pedestrian advocacy many decades ago, the two missing pieces of infrastructure that were most important to me were Gladiolus Drive around Lakes Park, and McGregor Boulevard. Gladiolus has had a pathway on one side between Summerlin and U.S. 41 since it was widened well over a decade ago but there remained this one last section of McGregor lacking a sidepath in front of the Alliance until very recently.

The view looking north along McGregor at the Alliance for the Arts.

I used to live on the corner of Gladiolus and what was then the southern terminus of Summerlin. My concern began as self-serving because I had just jumped headfirst into the running craze and was looking for places to run, especially from my front door. Summerlin had a pathway but there was no shade (which is still the case). The newly opened Lakes Park was a perfect place and less than a mile away but getting to the entrance was almost impossible because the only (official) access point at that time was on Gladiolus. It was then a treacherous two-lane road with no side path, or even shoulders, and a killer curve to boot. That particular situation led me into the local bike/pedestrian advocacy world. Eventually the county widened all of Gladiolus and included bike/ped accommodations. Lakes Park added what was intended to be a temporary non-motorized access along Summerlin while road construction was taking place but that has since become a very popular permanent access for pedestrians and cyclists. No such luck in getting the sidepath on McGregor at the corner of Colonial, even as roadway improvements took place more than once around Alliance for the Arts.

Dan Moser is a long-time bicycle/pedestrian
advocate and traffic safety professional
who cycles, runs and walks regularly for
transportation, recreation and  fitness.
Contact him at bikepedmoser@gmail.com
and 239-334-6417.

The Alliance property was previously the Schultz Farm and the area was originally known as Toad Town. The Schultz farmhouse and property was donated to Lee County in 1976 for use as a cultural center. Over the years the open space on the corner of McGregor and Royal Palm Square has been the site of many field sports, concerts, festivals, summer camps and other activities. A permanent open air stage gets regular use and the very property is home to the weekly GreenMarket. A couple of large sculptures have graced the area for some time and they are now integrated into the landscape project.



To learn about this topic and more, visit bikewalklee.blogspot.com and www.streetsaliveswfl.org.¦


For Lee County cycling and tri events visit Caloosa Riders Bicycle Club (caloosariders.org); Florida Mudcutters (mudcutters.org); and SW Florida Biking Meetup Group (meetup.com/Biking-SWFL). The Florida Bicycle Association (floridabicycle.org) is your source for statewide happenings. BikeWalkLee’s blog site has all the information you’ll need to stay abreast of advocacy efforts in Southwest Florida as well as statewide and nationally.

A signature link

Florida Weekly 'Outdoors' column, March 11, 2020
danMOSER
bikepedmoser@gmail.com

Carolyn Conant has a plan to fulfill a long-overdue need to provide appropriate access across the Caloosahatchee River for non-motorists.

Southwest Florida draws people from many parts of the country and world, including quite a few who decide to make it their home. Among those who end up here are those who can be considered visionaries, bringing ideas from their own imagination or from what they’ve experienced in the places they’ve lived or visited. Carolyn Conant is one of our visionaries whose dreams have a very good chance of becoming reality.

Those of us in the world of bike/ped advocacy know Carolyn for being the driving force behind Cape Coral becoming a Bike Friendly Community. Although she’s only an occasional bike rider, Carolyn’s background as a budget manager for a major national construction firm, along with her urban studies and social services education, gives her the tools she used to make that happen.

A while back Carolyn spearheaded the public-private effort to get almost 100 miles of bike route designed and marked in that city, the trigger that moved Cape Coral to its BFC. Now she wants to take it to the next level by making Cape Coral a destination for those who want to have a top-notch bicycling and pedestrian experience. Her idea would also fulfill a long-overdue need to provide appropriate access across the river for non-motorists. The lack of access between Cape Coral and Fort Myers is a major shortcoming the League of American Bicyclists noted in its review of the Cape’s Bike Friendly Community application.

Dan Moser is a long-time bicycle/pedestrian
advocate and traffic safety professional
who cycles, runs and walks regularly for
transportation, recreation and  fitness.
Contact him at bikepedmoser@gmail.com
and 239-334-6417.

As I point out any chance I get, the only pedestrian access across our major bridges is a narrow sidewalk on one span of the state-owned Edison Bridge between downtown Fort Myers and North Fort Myers. It’s not safe or legal to cross the Midpoint Bridge, Cape Coral Bridge or the Sanibel Causeway, all bridges designed, constructed and managed by Lee County government. Accommodation for those operating bicycles is only by default on those bridges, thanks to breakdown lanes (although the old westbound span of the Cape Coral Bridge lacks even them). There are no bike lanes or safe approaches to or exits from some of the bridge structures. Carolyn has a vision that would drastically change these conditions on at least one river crossing.

The westbound span of the Cape Coral Bridge was opened in the early 1960s and is due to be replaced before the end of this decade. Carolyn seized on this fact by introducing her vision to go well beyond constructing a spartan structure with a signature bridge that would attract visitors, vastly improve safety and access for all users, create economic development and enhance quality of life for residents on both sides of the river. It’s early in the process and Carolyn has brought her vision to any and all government and non-government bodies that would listen, from civic and business organizations to government councils and advisory committees. She has been well received.

Just like any transportation project that’s designed beyond the basics there’s a higher cost. But the additional resources expended will pay off in benefits over time. In this case the vision is for a bridge, or multiple bridge structures, that provides access for all users along with upgrades such as pedestrian-friendly underpasses with artistic lighting, sound features, art installations and the possibility of keeping one of the old spans and turning it into a dedicated bike/ped linear park that will connect to other parks and business districts on both sides of the river.

When looking at the current configuration on the Fort Myers side, the design is about as bad as it gets for all those who must traverse it. It’s confusing for drivers, unattractive for those on bicycles, and downright hostile for pedestrians who can’t use the bridge but also can’t get to the neighborhoods leading to it. The Cape side isn’t nearly as confusing, but because of its wide-open nature, speeding is a problem. Any new design should address all the approach issues while also adequately accommodating every user. In fact, if the right design is chosen, it’ll do much more than that.

Of course, there are many hurdles to jump, the primary one being whether Lee County and the city of Cape Coral have the political will to expend more money than what a usual spartan structure would cost. But based on Carolyn’s track record of convincing folks that matter, getting a final product that’s the destination signature bridge she envisions is a very real possibility. And we’d all benefit from it.

To learn about this topic and more, visit bikewalklee.blogspot.com and www.streetsaliveswfl.org.¦


For Lee County cycling and tri events visit Caloosa Riders Bicycle Club (caloosariders.org); Florida Mudcutters (mudcutters.org); and SW Florida Biking Meetup Group (meetup.com/Biking-SWFL). The Florida Bicycle Association (floridabicycle.org) is your source for statewide happenings. BikeWalkLee’s blog site has all the information you’ll need to stay abreast of advocacy efforts in Southwest Florida as well as statewide and nationally.

Design matters

Florida Weekly 'Outdoors' column, February 26, 2020
danMOSER
bikepedmoser@gmail.com

This keyhole bike lane won’t exist with FDOT’s new policy. DAN MOSER / FLORIDA WEEKLY

Vision Zero, the effort being undertaken by many governments and organizations to not just reduce traffic-related crashes but to eliminate them, is a worthy goal, but if plans aren’t fully thought through there will be unintended consequences.

Some consequences may result in the exact opposite of what Vision Zero is meant to do, such as making it more difficult to get around efficiently. A major change to Florida’s roadway design guidelines may be an example.

The change — outlining when bike lanes are to be used — was announced locally at the January meeting of the Metropolitan Planning Organization’s Bicycle/Pedestrian Coordinating Committee — an advisory committee that deals with bike/pedestrian matters throughout the county.

Specifically, bike lanes will no longer be included on state roads that have no curbs and with posted speeds of 45 mph or higher. In Lee County, that means that segments of U.S. 41, Pine Island Road/ Bayshore Road, McGregor Boulevard, San Carlos Boulevard, Palm Beach Boulevard and MLK Boulevard could be affected when resurfacing or other improvements are made. It includes the potential removal of existing bike lanes. U.S. 41 from around Alico Road to just south of San Carlos Park, which will soon be resurfaced, as the first example of this new policy..

Dan Moser is a long-time bicycle/pedestrian
advocate and traffic safety professional
who cycles, runs and walks regularly for
transportation, recreation and  fitness.
Contact him at bikepedmoser@gmail.com
and 239-334-6417.

The standards mandate that in populated areas where bike lanes are not constructed, a shared-use path (meaning at least 10 feet wide and made of asphalt) should be constructed to accommodate pedestrians and those on bicycles. If there’s only a concrete sidewalk (8 feet or less) or no sidepath, a 5-foot paved shoulder with right-turn lane keyholes (moving the shoulder from the right side of a right-turn lane over to the left of it so there’s no conflict at the intersection) is an option but not a requirement.

On U.S. 41 near San Carlos Park there are currently 5-foot concrete sidewalks (which frequently go underwater during rainy season) so a paved shoulder and keyholes may be how the final product ends up, unless the sidepath is upgraded to an asphalt shared use path. Or not.

FDOT’s intentions to separate those on bikes from high-speed motor vehicles is understandable, and the majority of people who ride bikes would prefer that be the case. But there are a number of other elements to consider, including how pedestrians might be affected. Those who prefer operating bikes on the road generally ride at higher speeds than is appropriate on pathways so that means if they are relegated to the path by design they pose a risk to pedestrians when traveling at high speeds.

And at each intersection, whether side streets or driveways, there’s now a much higher risk of conflict for cyclists since many motorists don’t stop where indicated or, in some situations, aren’t required to stop prior to crossing the pathway because it’s set back so far from the road.

Another major factor is the reality that e-bikes and other micro-mobility devices will soon be everywhere and will be operating at speeds way too high for sidewalks and shared-use paths. From my observations and experience it’s already a problem.

I have no doubt that FDOT is making its best effort to implement Complete Streets in a way that balances access and safety and that it’s committed to providing shared use paths wherever they forego bike lanes. But the reality is that it could/would never allocate enough funding to even come close to doing so, since the vast majority of state roads statewide have speed limits at or above 45 mph and without curbs.

To its credit, FDOT recently reversed its short-lived policy that any time it constructs a sidepath wider than a 5- or 6-foot concrete sidewalk local governments must take on maintenance and repair or default to having sidewalks. Most local governments would balk at that requirement and settle for a sidewalk designed and constructed exclusively for pedestrian traffic.

Another constructive step FDOT is taking will be to review all local bike/ pedestrian master plans so it will know where bike lanes on state roads are proposed or expected in order to come to some kind of agreement that will accommodate the most people.

That’s a good approach, assuming the micro-mobility element will be fully considered in whatever facility or treatment type is offered. Operating e-bikes under electric power is currently banned when on sidepaths (unless local ordinances are enacted to allow them) but it’s rarely enforced. And while the most common e-bikes now in use have a top electric-only speed of 20 mph the fact is that there will soon be a lot more in operation that have much higher speeds.

If adequate accommodation for all users isn’t provided, we lowly pedestrians will be most impacted. Bringing outside experts and users into the decision-making process is a must if FDOT is to get it right.

To learn about this topic and more, visit bikewalklee.blogspot.com and www.streetsaliveswfl.org.¦


For Lee County cycling and tri events visit Caloosa Riders Bicycle Club (caloosariders.org); Florida Mudcutters (mudcutters.org); and SW Florida Biking Meetup Group (meetup.com/Biking-SWFL). The Florida Bicycle Association (floridabicycle.org) is your source for statewide happenings. BikeWalkLee’s blog site has all the information you’ll need to stay abreast of advocacy efforts in Southwest Florida as well as statewide and nationally.

Hit-and-runs a continuing problem in Lee County

Florida Weekly 'Outdoors' column, February 12, 2020
danMOSER
bikepedmoser@gmail.com

Frequent walkers, runners and bike riders are considered vulnerable users of our public rights of way because of the lack of protection offered by those drivers of motor vehicles.

Like anyone navigating traffic, we must be extremely mindful of our own actions as well as anticipate the behavior of others. But besides being significantly more vulnerable when not traveling within a motor vehicle, another major difference is that using human power to get around is a right versus the privilege of operating a motor vehicle, a privilege that requires substantial responsibility. Rendering aid and staying at the scene of a crash with injuries or fatalities is not just morally appropriate but it’s also the legal responsibility of all motorists.

In 2014, the penalties for not doing so were significantly increased in order to further convince drivers to comply.

The Aaron Cohen Life Protection Act (Florida Statute 316.027) imposes a mandatory minimum prison sentence of four years to 30 years, as well as a $10,000 fine for a driver convicted of leaving the scene of a crash resulting in a fatality. Penalties for leaving crashes involving injuries and property damage were also increased.

Dan Moser is a long-time bicycle/pedestrian
advocate and traffic safety professional
who cycles, runs and walks regularly for
transportation, recreation and  fitness.
Contact him at bikepedmoser@gmail.com
and 239-334-6417.

Unfortunately — and inexplicably — this change has only resulted in hit and runs increasing throughout Florida back to pre-recession levels after having decreased each year until 2014. According to an NBC-2 story broadcast/published on Nov. 24 last year, between Jan. 1 and Nov. 24 of 2019 the Lee County Sheriff’s Office responded to 1,448 hit-and-run crashes, the Cape Coral Police Department to 608, and the Fort Myers Police Department to 107. The Florida Highway Patrol did not have 2019 statistics but reported responding to 3,000 in 2018, according to NBC- 2. Your guess is as good as mine as to why more people involved in crashes are deciding to leave the scene.

Although I was unable to find accurate accounting of hit-and-run crashes involving pedestrians and those on bikes, it’s clear to me that fatalities among nonmotorists in those incidents represent a higher rate than others, even considering that our overall bike/pedestrian fatality rate as a percentage of all crashes is always higher than the national average of 15-20%; Lee County is routinely at 25-30%. As of the writing of this column the three bike/pedestrian fatalities that have occurred so far in 2020 were all hit-and-runs, so it looks like the upward trend will continue, at least in our part of the state.

Freddie Santiago’s son, Patrick, was struck by a motor vehicle and left to die in the early morning hours of Sunday, Feb. 24, 2019, as he walked home from work. The homicide occurred in North Fort Myers on Beau Drive, a short street that runs parallel to U.S. 41 between Hancock Bridge Parkway and North Key Drive. Freddie has been doing as much detective work as he can to help find his son’s killer but he’s also looking to raise awareness of the impact hit-and-run crashes have on others and our community.

To that end he’s hosting an awareness rally on Saturday, March 7, beginning at 4 p.m. on Beau Drive behind the new RaceTrac gas station near the site where Patrick was found. Freddie would like anyone who’s concerned or has been affected by hit-and-run crashes, whether it involved a pedestrian, person on a bike, or motorist, to take part. For more information about the event, call Freddie Santiago at 717-303-4445 or e-mail pi1stclass@aol.com. If you have any information about Patrick’s death, call 800-780- TIPS (8477) and be eligible for up to a $10,000 reward.

To learn about this topic and more, visit bikewalklee.blogspot.com and www.streetsaliveswfl.org.¦


For Lee County cycling and tri events visit Caloosa Riders Bicycle Club (caloosariders.org); Florida Mudcutters (mudcutters.org); and SW Florida Biking Meetup Group (meetup.com/Biking-SWFL). The Florida Bicycle Association (floridabicycle.org) is your source for statewide happenings. BikeWalkLee’s blog site has all the information you’ll need to stay abreast of advocacy efforts in Southwest Florida as well as statewide and nationally.

Vision Zero

Florida Weekly 'Outdoors' column, January 29, 2020
danMOSER
bikepedmoser@gmail.com

It’s no secret that I’m critical of both our local and state elected leadership regarding commitment toward implementing Complete Streets and other measures to improve access and safety for non-motorists.

Lee County’s history of having one of the worst overall traffic safety records year after year doesn’t seem to present a problem for our top decision-makers. Fortunately, organizations and individuals on the frontline are engaged in ongoing efforts to affect positive change. One such undertaking just getting started here is part of a worldwide initiative called Vision Zero, as in zero traffic fatalities.

Keeping in mind that pedestrians and people on bikes make up 1 in 4 traffic fatalities each year in Lee County (that’s almost double the national average rate), any effort that reduces overall numbers would undoubtedly decrease bike/pedestrian deaths as well. But while having no loss of life from traffic crashes — whether motorist, bicyclists or pedestrian — should always be the goal, even the most optimistic among us must realize it’s not possible. Or is it?

Dan Moser is a long-time bicycle/pedestrian
advocate and traffic safety professional
who cycles, runs and walks regularly for
transportation, recreation and  fitness.
Contact him at bikepedmoser@gmail.com
and 239-334-6417.

A major European city is doing just that. Smart Cities Dive (www.smartcitiesdive.com) reports that Oslo, Norway, had no pedestrian or cyclist deaths in 2019 and the sole traffic-related fatality was a motorist who ran his car into a fence. Oslo leaders developed plans in 2015 and began implementing them two years later. Among the actions undertaken are encouraging car-free trips, making infrastructure safety improvements, removing over 1,000 parking spaces, adding miles of bike lanes and sidewalks, expanding their bike-share program, investing more resources to significantly improve public transit, and making some downtown areas car-free zones. The benefits of these changes go beyond safety: the reduction on motor vehicles means less congestion for delivery and transit vehicles and fewer cars also equates to less emissions, something that results in better air quality for its residents and is important to a city and country that’s taking committed to taking significant steps to deal with climate change.

Per www.visionzeronetwork.org, Vision Zero is an effort begun in Sweden in the 1990s and is based on “the ethical belief that everyone has the right to move safely in their communities, and that system designers and policy makers share the responsibility to ensure safe systems for travel.” That means having safe public right of way for pedestrians, transit users, people on bikes and other human-powered devices, and drivers should be expected and provided by those having the power to make that a reality.

Locally, the University of South Florida’s Center for Urban Transportation Research has received a grant from National Safety Council to help communities focus on effective and appropriate messaging when it comes to how traffic crashes are reported.

All too often the most vulnerable road users who are victims of crashes are inappropriately blamed, either in law enforcement reports or in media stories. In some cases it’s inadvertent due to the use of certain phrases and terms such as “the pedestrian was hit by the car” versus “by the driver of the car” and “the pedestrian darted into the road,” implying fault before investigation is completed. I’ve read a number of crash reports that include clearly biased narratives against the non-motorist with statements like “for some reason the pedestrians didn’t see the vehicle” but didn’t include a similar statement like “for some reason the driver didn’t see the pedestrian.” Or “the victim (pedestrian) was in a portion of the roadway not intended for pedestrians.” Statements like these merely reinforce the misperception that public right of way are meant only for motor vehicles.

Another recent example of problematic reporting that can have major implications as to how the general public perceives the environment for those who cycle here is a U.S. News and World Report story in early January on the topic of best places to live. Whenever there are best places there are those on the other end of the list. According to the article’s author, Cape Coral (a League of American Bicyclists’ Bike Friendly Community since 2015) ranks as the most dangerous place in the U.S. for folks riding bikes, at least when using the fatality rate for those commuting by bike. Between 2014 and 2017 there were four fatalities in Cape Coral involving people on bikes but when using the formula the author cited that equates to 1,333 cyclist deaths for every 100,000 commuters who use bikes to get to work.

While that may be technically accurate (although I’m not sure of that because League of American Bicyclists’ rate for Cape Coral is almost half that), the fact that there are less than 100 Cape Coral residents who use that mode of transportation to travel to work (per www.carinsurance.org) means using such a statistic makes the environment appear infinitely worse than the reality of four (too many) deaths in four years.

To learn about this topic and more, visit bikewalklee.blogspot.com and www.streetsaliveswfl.org.¦


For Lee County cycling and tri events visit Caloosa Riders Bicycle Club (caloosariders.org); Florida Mudcutters (mudcutters.org); and SW Florida Biking Meetup Group (meetup.com/Biking-SWFL). The Florida Bicycle Association (floridabicycle.org) is your source for statewide happenings. BikeWalkLee’s blog site has all the information you’ll need to stay abreast of advocacy efforts in Southwest Florida as well as statewide and nationally.

Advent of cars, suburbs led to threatening times for pedestrians

Florida Weekly 'Outdoors' column, January 15, 2020
danMOSER
bikepedmoser@gmail.com



Using our feet to get around is the original form of human transportation, at least on land. At some point humans used animals for transporting themselves and goods. Around 3500 B.C. the wheel came onto the scene — initially to serve as a potter’s tool — and it was used for transporting humans in chariots.

But travel by foot remained the primary mode for the masses. It wasn’t until human-powered bicycles and then motorized vehicles came about in the late 1800s that was there any significant change in how the majority of the world’s population got from place to place. Although the first use of the modern train predates bicycles by just a few years, they were few and far between and very limited as to where they could go. Even after the locomotive became commonplace, most personal transport, especially for local and short trips, was still made on foot. Once the motor vehicle proliferated in the early 1900s — because of its affordability, thanks to mass production — the world changed drastically, even in places where cars were rare or non-existent. This change became even more significant after World War II.

Dan Moser is a long-time bicycle/pedestrian
advocate and traffic safety professional
who cycles, runs and walks regularly for
transportation, recreation and  fitness.
Contact him at bikepedmoser@gmail.com
and 239-334-6417.

Early in the 20th century, roads and streets that were used for centuries became unsafe for those on foot when an automobile was added to the mix. Laws that were purported to manage this new arrival and protect vulnerable users of the public right of way actually relegated the latter to second-class status in that space. For our own protection, of course. That trend continues to this day, regardless of lip service given to laws and road designs intended to allow pedestrians equitable and safe access to our public spaces. But we’re not giving up on making those two concepts reality.

Beginning in the late 1940s, car ownership exploded along with the new suburban model of community building. The growth of automobile ownership was both the reason for and result of our push away from easily accessible places and services to outlying suburban and exurban bedroom communities. One couldn’t/can’t live in those places without a car. Even, perhaps, one car for each adult in the household. When this change happened, an amazing thing occurred: requirements and infrastructure for accommodating pedestrians were nixed, both in the new suburban neighborhoods as well as existing places where walking was still commonplace and necessary.

Look around and you’ll notice gaps in sidewalks that coincide with the date the adjacent homes or businesses were constructed. On a larger scale, Cape Coral, Lehigh Acres, San Carlos Park and any other place that came up out of the ground after WWII are prime examples of the consequences of automobile becoming the end-all, be-all.

The lack of requirement for developers and governments to include safe accommodations means we have between hundreds of millions to over $1 billion of projects identified (depending on which estimates are used). And that’s just in Lee County. Multiply that by all the suburban model counties and it becomes quite clear that as a society we put way too much emphasis on the automobile at the expense of the general public’s access and safety. The good news is that since we are all pedestrians sometimes, there continue to be efforts to right the wrongs. Even with local governments that build bridges without allowing pedestrians to use them as recently as the 1990s. Even with governments still allowing businesses to be constructed along Pine Island Road without providing sidewalks. And even with governments providing only a pittance of the money needed to put a dent in our backlog.

While those short-sighted policies and actions continue to take place, progress is being made, thanks to the fact that people still need to, want to and love to walk and run. Those who put all their money on the automobile must have never envisioned would be the case.

Local coalitions and organizations like BikeWalkLee, Streets Alive of SWF, LeeFuture, Stay Alive… Just Drive! and Lee County Injury Prevention Coalition, as well as many business, certain government agencies such as Lee MPO and Lee Health continue to work toward getting our primary decision-makers to fully comprehend the public’s wishes and prioritize funding and policies appropriately. As well, local efforts are backed-up by scores of regional, state, national and international efforts and actions taking place to ensure people and not machines are the highest priority.

To learn about this topic and more, visit bikewalklee.blogspot.com and www.streetsaliveswfl.org.¦



For Lee County cycling and tri events visit Caloosa Riders Bicycle Club (caloosariders.org); Florida Mudcutters (mudcutters.org); and SW Florida Biking Meetup Group (meetup.com/Biking-SWFL). The Florida Bicycle Association (floridabicycle.org) is your source for statewide happenings. BikeWalkLee’s blog site has all the information you’ll need to stay abreast of advocacy efforts in Southwest Florida as well as statewide and nationally.

Get your walk, run bike ride on: Here’s a list of upcoming events

Florida Weekly 'Outdoors' column, January 1, 2020
danMOSER
bikepedmoser@gmail.com

New Year’s resolution or not, now’s the time of year to take part in any of the many organized bike rides and running/ walking events in early 2020.

The 29th annual Tour de Cape is Sunday, Jan. 18. The four ride distances range from 15 miles to a 100-mile century. All are fully supported with rest stops, food and beverages and there’s always help available when needed. The Tour de Cape 5K happens the morning before, Saturday, Jan. 17. All events stage from Cape Harbor. www.tourdecape.net.

For runners and walkers, first up is the very challenging Hooters River, Roots, and Ruts 10-mile and 5K trail run Jan. 5. The venue is Caloosahatchee Regional Park, one of our area’s best, with the 10-miler using the single-track mountain bike trails on the park’s north side. www.ftmyerstrackclub.com.

The Pine Island Kiwanis Calusa 5K (3dracinginc.com) is Jan. 11. The route runs along the waterfront in Pineland, through neighborhoods, and finishes on unpaved Calusa Heritage Trail. www.3dracinginc.com.

On Jan. 18, the Run to Home Base 5K and 1-miler stages at JetBlue Park with the finish line at home plate. This is a fundraiser for military veterans’ Warrior Health and Fitness Program and the Intensive Clinical Program. www.ftmyerstrackclub.com.

The annual Naples Daily News Half Marathon takes place in and around downtown Naples on Jan. 19. It’s a good way to prepare for the Lazy Flamingo Half Marathon on March 1. www.gcrunner.org and www.ftmyerstrackclub.com.

A fundraiser for Iona-McGregor Kiwanis and its Bring Up Grades program in local Lee County elementary schools, the annual BUG Chase 5K run/walk will take participants through the Calusa Nature Center’s unpaved trails and surrounding bike paths. www.ftmyerstrackclub.com.

There are two choices on Feb. 1: The Strides for Education 5K Run/ Walk at Florida SouthWestern State College, Fort Myers campus, and Running Water 5K, staging from Jaycee Park in Cape Coral. www.ftmyerstrackclub.com and www.3dracinginc.com.

Dan Moser is a long-time bicycle/pedestrian
advocate and traffic safety professional
who cycles, runs and walks regularly for
transportation, recreation and  fitness.
Contact him at bikepedmoser@gmail.com
and 239-334-6417.

For those who like to ride a bike purely for fun, monthly Critical Mass rides take place in various communities around Lee County. These are slowroll rides, mostly in the dark, so they’re more like parades with bikes lit up like Christmas trees. The first and stillthe main ride takes place in downtown Fort Myers on the first Friday of each month but there are also rides in Cape Coral, Sanibel, Fort Myers Shores and Estero. Critical Mass folks will again take part in the 2020 Edison Festival of Light Parade Ride on Feb. 15. You can find out about all the rides as well as many others, such as the weekly Monday Minions Ride, Taco Tuesday Ride and Wakey, Wakey Sunday Morning Ride at www.meetup.com/Biking-SWFL.

If you’re interested in learning how to teach folks to operate bikes properly and safely there is an opportunity to become certified through Florida’s Safe Routes to School training, on Jan. 25, 9 a.m.-1 p.m. at the North Fort Myers Rec Center. Certification includes access to bike helmets for your organization. For more information, email Jodi Walborn at jwalbor1@jhmi.edu.

To find all running and walking events, see www.ftmyerstrackclub.com, www.3dracinginc.com, www.gcrunner.org and www.eliteevents.org. Bike- ride info can be found at www.crbc.clubexpress.com and www.meetup.com/Biking-SWFL.

To learn about this topic and more, visit bikewalklee.blogspot.com and www.streetsaliveswfl.org.¦

For Lee County cycling and tri events visit Caloosa Riders Bicycle Club (caloosariders.org); Florida Mudcutters (mudcutters.org); and SW Florida Biking Meetup Group (meetup.com/Biking-SWFL). The Florida Bicycle Association (floridabicycle.org) is your source for statewide happenings. BikeWalkLee’s blog site has all the information you’ll need to stay abreast of advocacy efforts in Southwest Florida as well as statewide and nationally.

Project list for bike-pedestrian improvements sorely lacking

Florida Weekly 'Outdoors' column, December 18, 2019
danMOSER
bikepedmoser@gmail.com

The enormous cost of adding pedestrian access ways rather than including them up-front is the best argument of doing it right the first time.

Lee County government and its various municipalities have on the books unmet infrastructure needs, some of which are also included on the Lee County Metropolitan Planning Organization’s project list, which includes over $200 million worth of projects. Unmet SUN Trail needs amount to another $ 7.6 million.

Lee County’s list is made up of those in unincorporated parts of the county as well as on Lee County roads that run through the various municipalities. None of the bridges linking Fort Myers with Cape Coral and Sanibel that are under the county’s jurisdiction allow pedestrian access nor are facilities to address the need to change that fact among 125 identified projects, or even acknowledged as a need. Retrofitting the bridges could add $5-$30 million for each structure, perhaps much more for the Midpoint Bridge and Sanibel Causeway structures because of their length (the estimate is based on FDOT’s U.S. 41 bridge, which is approximately one mile long).

The enormous cost for adding such features, rather than including them upfront, is the best argument of doing it right the first time, whether it be a bridge or road project. That’s exactly what a Complete Streets policy does. So, in reality, Lee County’s needs are much more expensive than $160 million.

Dan Moser is a long-time bicycle/pedestrian
advocate and traffic safety professional
who cycles, runs and walks regularly for
transportation, recreation and  fitness.
Contact him at bikepedmoser@gmail.com
and 239-334-6417.

The city of Cape Coral, which was just awarded a three-year renewal of its Bronze-level Bike Friendly Community designation from League of American Bicyclists, estimates $63 million to complete its current bike/ped master plan list, a conservative estimate that doesn’t include associated design, right-of-way acquisition, stormwater elements, or even specific bike/ped safety projects such as intersection improvements.

Another way Cape Coral looked at its needs is related to the tragic deaths last school year of two students who were waiting at or walking from their bus stops. Because of those events the city did a remarkable thing: it conducted a study to determine what the needs and cost estimates would be for various levels of sidewalk installations throughout the city as well as streetlighting, seating and enhanced signage around all the bus stops and the two-mile walking distance to each school.

The study found that to provide sidewalks on the 1,250 miles of roads within the city that currently don’t have them (meaning approximately 90% of streets) it would cost over $1 billion in today’s dollars for 5-foot sidewalks on both sides of all major roads and one side of all local roads. It goes up to over $2 billion if the local roads have sidewalks on both sides rather than just one. The estimates only include 5-foot sidewalks and does not consider wider shared use paths or bike lanes where appropriate, both of which are features included in the city’s bike/ped master plan.

The village of Estero lists 17 projects with a cost estimate of $63 million, quite significant for a new entity with a very small annual budget. The town of Fort Myers Beach did an excellent job turning the portion of Estero Boulevard that’s under its jurisdiction (Times Square to Bowditch Park) into a Complete Street a few years back. Now the rest of Estero Boulevard is undergoing a full rebuild that includes bike/ped features. Still, the town has around $200,000 in bike/ped needs on its list.

I wasn’t able to get accurate data from Fort Myers, Bonita Springs or Sanibel, but even without needs and cost estimates there are at least $360 million in identified unmet bike/ped needs within the county.

By contrast, new roads and improvements to existing roadways that will primarily benefit motorists have $1.8 billion in funding identified to be constructed by 2040, meaning approximately $90 million per year dedicated to those projects.

To learn about this topic and more, visit bikewalklee.blogspot.com and www.streetsaliveswfl.org.¦

Highway bridge with bus lane and guard-railed bidirectional bike lane (source: Google)

For Lee County cycling and tri events visit Caloosa Riders Bicycle Club (caloosariders.org); Florida Mudcutters (mudcutters.org); and SW Florida Biking Meetup Group (meetup.com/Biking-SWFL). The Florida Bicycle Association (floridabicycle.org) is your source for statewide happenings. BikeWalkLee’s blog site has all the information you’ll need to stay abreast of advocacy efforts in Southwest Florida as well as statewide and nationally.

Infrastructure for non-motorists isn’t aging; it’s lacking

Florida Weekly 'Outdoors' column, December 4, 2019
danMOSER
bikepedmoser@gmail.com

City bridge with bi-directional bike path, sidewalk, bus lane, and motor vehicle lanes (source: Google)

It’s generally agreed upon that America’s aging transportation infrastructure is in need of significant repair and upgrades. To most, that means everything from our bridges to highways and airports; here in Southwest Florida, however, things aren’t as dire as they are in many other parts of our country, primarily because much of our area was developed post-WWII and is relatively “new.”

But that’s doesn’t mean we don’t have critical needs — especially where infrastructure for pedestrians and bicyclists is concerned. It’s not that we need to replace/repair aging facilities, but that we need to provide the basics where none has ever existed.

The Lee County Metropolitan Planning Organization (www.leempo.com) has a list that includes more than $200 million in projects to accommodate non-motorists awaiting design and construction. Some of the most significant are:

Shared use paths, or SUPs, on both sides of Estero Boulevard on the islands that connect Fort Myers Beach and Bonita Beach. This will allow non-motorized access to Lovers Key State Park, one of our area’s natural gems. The estimated cost is $3.5 million.

Dan Moser is a long-time bicycle/pedestrian
advocate and traffic safety professional
who cycles, runs and walks regularly for
transportation, recreation and  fitness.
Contact him at bikepedmoser@gmail.com
and 239-334-6417.

SUPs on both sides of Bayshore Road in North Fort Myers from where the pathways currently end just west of the I-75 overpass to SR-31 (just under $4 million) and SR-31 from Bayshore Road across the drawbridge to Palm Beach Boulevard ($1.6 million).

In east Lee County, SUPs on both sides and bike lanes along parts of Orange River Road ($3.1 million) and sidewalks and bike lanes on both sides of segments of Buckingham Road ($7.7 million).

In Lehigh Acres, sidewalks and bike lanes along parts of Joel Boulevard ($9.3 million) and sidewalks on Bell Boulevard from Joel Boulevard to SR 82 ($2.3 million).

In southwest Fort Myers, bike lanes along McGregor Boulevard from Cypress Lake Drive to south San Carlos Boulevard ($5.7 million).

Many of these are only a portion of a full project. And there generally are no “bells and whistles” on any of them.

Another list MPO keeps is for our portion of the statewide SUN Trail network for which we’re seeking trail-specific dollars to build. One of three segments along Kismet Parkway in Cape Coral (from Del Prado Boulevard to Nelson Boulevard) is in the design phase and will cost almost $5 million; the two additional segments that will close the gap from Del Prado to SE 24th are estimated at $2.6 million.

Across the river in Fort Myers, the next phase of John Yarbrough Trail (from Colonial Boulevard north to Hanson street) comes in at $1.8 million. But a pedestrian bridge spanning Colonial to meet the existing trail is estimated at another $3.27 million, bringing the cost to just over $5 million.

I’ve pointed out many times Lee County’s critical shortcoming in the complete lack of pedestrian access on all but one of our major bridges. Those on foot cannot cross the Sanibel Causeway, the Cape Coral Bridge, the Midpoint Bridge or the Caloosahatchee River Bridge. The southbound span of the Edison Bridge is the only structure a pedestrian can legally traverse.

As part of a SUN Trail grant application, some type of facility is being considered for the Caloosahatchee River Bridge that would serve pedestrians and cyclists. But the cost to add such access to any of those bridges — the estimate for retrofitting the Caloosahatchee River Bridge is around $30 million for 8-foot cantilever structures and $5 million$ 8 million to narrow travel lanes to make room for 5-foot sidewalks and raise the railings — means we’ll likely only see this happen when new bridges replace existing ones. And even that might be a risky assumption, considering three of the offending bridges have been constructed in the relative recent past without those features.

To learn about this topic and more, visit bikewalklee.blogspot.com and www.streetsaliveswfl.org.¦

Highway bridge with (electric) bus lane and guard-railed bidirectional bike lane (source: Google)

For Lee County cycling and tri events visit Caloosa Riders Bicycle Club (caloosariders.org); Florida Mudcutters (mudcutters.org); and SW Florida Biking Meetup Group (meetup.com/Biking-SWFL). The Florida Bicycle Association (floridabicycle.org) is your source for statewide happenings. BikeWalkLee’s blog site has all the information you’ll need to stay abreast of advocacy efforts in Southwest Florida as well as statewide and nationally.

Lee County continues to ignore bicycle-pedestrian needs

Florida Weekly 'Outdoors' column, November 20, 2019
danMOSER
bikepedmoser@gmail.com

Courtesy Photo

Lee County has seen quite a bit of bicycle-pedestrian infrastructure added since it was a virtual wasteland for nonmotorists. A significant amount of bike lanes, sidewalks and shared-use paths are in place. That’s good news for everyone, residents and visitors alike.

However, a huge backlog of all of those features remains, with funding being the primary obstacle, according to local officials. While it’s understandable that money is the issue, the fact that spending on bicycle-pedestrian projects is miniscule in comparison to other transportation projects means we’re not putting a dent in the backlog of needs, primarily along roads that still have nothing on the ground.

When I received notice recently of the Palomino Road pathway project ribbon cutting ceremony, it reminded me of just how difficult it is to get even the most obviously needed projects done. I recall this particular one being initiated well over a decade ago (maybe closer to two decades ago), at a time when Palomino Road was transitioning from a rural road off Daniels Parkway with only a few homes on ranch- and farm-sized lots to sprawling gated communities containing hundreds of housing units and a megachurch on Palomino just for good measure.

The fact that development was allowed without any bicycle-pedestrian accommodation on the only road in and out of those gated neighborhoods and the megachurch church parking lot is a good example of the cause of the backlog.

This is not an uncommon situation, a problem the governments permitting such growth are responsible for creating. The drastic reduction in impact fees is clearly also a cause of the funding shortfall. Again, the governments that are letting the developers off the impact-fee hook are as much to blame as those doing the building without paying for adequate infrastructure to handle the growth they create and profit from.

Similar to Palomino Road, nearby Fiddlesticks Boulevard was identified as needing bicycle-pedestrian accommodations decades ago, but it wasn’t until just a few years ago that a pathway was finally approved, funded and constructed.

Dan Moser is a long-time bicycle/pedestrian
advocate and traffic safety professional
who cycles, runs and walks regularly for
transportation, recreation and  fitness.
Contact him at bikepedmoser@gmail.com
and 239-334-6417.

Over the years, that project was an ongoing agenda item for the committee on which I served. The reasons given for not building it made clear to me that this kind of common situation was going to haunt us, perhaps forever. Besides the gated community syndrome, there are the large bedroom communities of San Carlos Park, Lehigh Acres and Iona, as well as at-risk neighborhoods Suncoast Estates, Palmona Park, Pine Manor, Page Park, Charleston Park, Harlem Heights and others that were developed decades ago with only motor vehicle traffic accommodation being required.

We’ll be playing catch-up indefinitely in and around these kinds of communities with even newer developments that also weren’t required to adequately accommodate non-motorists.

Some of the progress that has been made in the at-risk communities can be attributed to non-traditional funding. While much of our overall transportation project funding appears to come from afar, the fact is that the majority is locally generated taxes that are sent north then reallocated back here.

But because of the strings attached, neighborhood streets are frequently ineligible to tap into them, no matter the need. Thanks to a federal human service program that infuses at-risk neighborhoods with resources to get them out of that status, some of those funds were used to construct sidewalks. The half dozen at-risk communities that benefitted each have many residents who depend on their feet, bikes and transit to get around, so it’s more than an appropriate use of the human service funds.

Because some of our local governments are loath to use local dollars for bicycle-pedestrian infrastructure, the time it takes to get projects on the ground is drastically elongated as these governments wait for state and federal transportation funds to flow in.

The city of Fort Myers is most guilty of this approach, meaning there are lots of streets in areas built-out many years ago that won’t get what should already be there until and unless the city is lucky enough to be awarded funds. At the same time, they think nothing of providing millions of dollars in tax deferments to developers in order to entice them to build within city limits. With an approach like this, many neighborhoods will never see bare minimum infrastructure.

One of the most egregious and expensive shortcomings that needs to be addressed is the lack of pedestrian access across most of our major bridges, including the Sanibel Causeway, Cape Coral Bridge, Midpoint Bridge and Caloosahatchee River Bridge. One span of the Edison Bridge is the only place that a pedestrian can legally use. Other than the Edison and Caloosahatchee River bridges, all the others are Lee County structures. The cost to add pedestrian access means we may never see it happen until new spans are built.

Image Courtesy thesfnews.com

To learn about this topic and more, visit bikewalklee.blogspot.com and www.streetsaliveswfl.org.¦



For Lee County cycling and tri events visit Caloosa Riders Bicycle Club (caloosariders.org); Florida Mudcutters (mudcutters.org); and SW Florida Biking Meetup Group (meetup.com/Biking-SWFL). The Florida Bicycle Association (floridabicycle.org) is your source for statewide happenings. BikeWalkLee’s blog site has all the information you’ll need to stay abreast of advocacy efforts in Southwest Florida as well as statewide and nationally.

Watch out on the roads for visually impaired pedestrians

Florida Weekly 'Outdoors' column, November 6, 2019
danMOSER
bikepedmoser@gmail.com

Courtesy Photo

Along with a half-dozen others I donned a blindfold, clutched a white-tipped cane and took the arm of my guide. Visionless, we then ventured into one of the crosswalks we were using to get around all four legs of the very busy and noisy intersection of Old 41 and Pine Island Road in North Fort Myers.

Crystal, my guide, herself visually impaired, was also using a white-tipped cane but I knew I was in good hands. Nonetheless, as was the case for all of my fellow blindfolded pedestrians, it was quite harrowing and an informative experience.

This exercise - part of the annual White Cane Awareness Day - was one I’ve took part in a few years ago, yet it was no less stressful or impactful this time. I’ve also participated in a similar undertaking while in a wheelchair, blindfolded and with ear plugs in (not simultaneously), all to experience firsthand what folks with certain significant limitations must deal with on a daily basis simply to get around in the public space.

Dan Moser is a long-time bicycle/pedestrian
advocate and traffic safety professional
who cycles, runs and walks regularly for
transportation, recreation and  fitness.
Contact him at bikepedmoser@gmail.com
and 239-334-6417.

The latter exercise was part of an urban planning conference with the target audience being those who design our infrastructure. Teams of three or four were sent to lunch with instructions to swap positions/disabilities as they made their way around downtown. Most of the teams either got back very late or never even had time to eat lunch because our journeys were so difficult and time-consuming.

Design and construction of what’s on the ground is one thing, but the way we treat each other on our roads and pathways is even more important and is something that has an immediate affect compared to awaiting infrastructure improvements. Realizing that our society is an aging one in terms of the overall number of those over 65 means more of us will have health and cognitive issues that have us moving slower and otherwise compromises our ability to react as efficiently as had once been the case.

According to the U.S. Census Bureau, “In less than two decades, the graying of America will be inescapable: Older adults are projected to outnumber kids for the first time in U.S. history.” Add to the mix very young children who don’t always make the best decisions and that equates to a lot of people out and about who are even more vulnerable than the average non-motorist. As we operate our two- to four-ton potential killing machines - otherwise known as our cars and trucks - we should always keep this in mind.

Specific to those with visual impairments, I’m reminded of the lack of awareness among drivers who encounter those with obvious visual impairments each time I teach the bike/pedestrian portion of the High Risk Driver class, a course that’s facilitated by Lee Health’s Trauma Center. When I cover the law that addresses what a driver is required to do when someone with a white-tipped cane or guide dog makes it clear they want to cross a street it’s rare that even one of the court-ordered attendees is aware of the law.

So, for everyone’s sake, here is Florida statute 316.1301(2): “Whenever a pedestrian is crossing, or attempting to cross, a public street or highway, guided by a dog guide or carrying in a raised or extended position a cane or walking stick which is white in color or white-tipped with red, the driver of every vehicle approaching the intersection or place where the pedestrian is attempting to cross shall bring his or her vehicle to a full stop before arriving at such intersection or place of crossing and, before proceeding, shall take such precautions as may be necessary to avoid injuring such pedestrian.” That’s similar to what is required of drivers when a school bus has its red lights flashing.

Bottom line: As drivers we should treat all others we share the public space with as we’d like to be treated and always keep in mind what limitations vulnerable road users may have that could compromise their abilities - even when it’s not as obvious as using a white-tipped cane or wheelchair. And remember that it will likely be you and me who are in that compromised position at some point.
 
To learn about this topic and more, visit bikewalklee.blogspot.com and www.streetsaliveswfl.org.¦



For Lee County cycling and tri events visit Caloosa Riders Bicycle Club (caloosariders.org); Florida Mudcutters (mudcutters.org); and SW Florida Biking Meetup Group (meetup.com/Biking-SWFL). The Florida Bicycle Association (floridabicycle.org) is your source for statewide happenings. BikeWalkLee’s blog site has all the information you’ll need to stay abreast of advocacy efforts in Southwest Florida as well as statewide and nationally.

Biking, walking on purpose delivers numerous benefits

Florida Weekly 'Outdoors' column, October 23, 2019
danMOSER
bikepedmoser@gmail.com

Courtesy Photo

Since the early 1990s, a daily goal of mine has been to forego using my car whenever possible, not just for our environment’s sake (both the natural and transportation environments) but also for my personal health and well being. For many years I was able to do so on a relatively frequent basis, meaning being car-free two or three days a week.

For 10 years I was able to commute to work by bike for the five-mile ride in about the same time it took to drive, thanks to having to navigate downtown traffic.

However, since adding driving evaluations to my professional workload around six years ago and taking on new responsibilities in my family — including being the sole driver — it’s become much less common to not have to drive at least once each day. But not being able to meet my ideal target of being car-free hasn’t meant I don’t use active transportation as much as possible. I still walk, ride my bike or even run to take care of errands, attend meetings or for work-related tasks. Life changed, so I adapted.

Dan Moser is a long-time bicycle/pedestrian
advocate and traffic safety professional
who cycles, runs and walks regularly for
transportation, recreation and  fitness.
Contact him at bikepedmoser@gmail.com
and 239-334-6417.

A study soon to be published about folks who engage in active transportation piqued my interest because it’s something I can personally relate to. Researchers from Harvard and Clemson Universities and Toole Design were seeking to determine whether walking and biking for purpose discourages other regular exercise.

According to the summary from the study to be published in the December issue of Journal of Transport and Health, those who regularly use active transportation are actually more likely to engage in other exercise, at least among the study’s subjects from the United States and the Netherlands. In the researchers’ words, “active travel does not substitute for other forms of exercise, but instead adds to total daily physical activity.” They further conclude: “Our findings imply significant health benefits could flow from engaging in active travel. Since the relationship between physical activity and positive health outcomes is well-established, we can presume that people who engage in active travel are likely to enjoy health benefits that they would not otherwise experience.”

Their findings are what I consider a win-win for individuals (health benefits and transportation savings) and the community at large (less traffic congestion, less pollution and potential tax dollar savings). The usual disclaimer stating that more research is necessary is actually more confident of the study results and is rather ambitious: “Future research should attempt to quantify these benefits.”

Along with the benefits I’ve already described is another I believe to be as important as anything else: I contend that being a regular walker, runner or bike rider makes one a better driver, at least for those who generally follow rules when engaging in those activities. (I’m thinking cyclists who routinely blow through red lights and stop signs or ride against traffic would not be better drivers).

One recent study, titled “ ‘Maybe I Will Just Send a Quick Text…’ – An Examination of Drivers’ Distractions, Causes, and Potential Interventions,” conducted by the Institute of Transport Economics and published in Frontiers in Psychology, determined that bike riders spend 21% less time speeding than the typical driver and have 14% fewer hard braking incidents.

They’re also generally less distracted than the average driver by about 6%. My experience convinces me that those of us who must deal with bad driving behavior on a regular basis while on our walks, runs and bike rides become more aware of the vulnerable road users we encounter when driving. I think this awareness also goes beyond how we drive around non-motorists, meaning we drive with more overall awareness, courtesy and compassion for all of our fellow road users.

¦ A worthy upcoming local bike ride. The Trek Poker Ride, which benefits United Way of Lee, Hendry and Glades Counties, takes place on Sunday morning, Nov. 3, from Trek’s Fort Myers store on Six Mile Cypress Parkway at Colonial Boulevard. More info can be found at www.trekbikesflorida.com.

To learn about this topic and more, visit bikewalklee.blogspot.com and www.streetsaliveswfl.org.¦



For Lee County cycling and tri events visit Caloosa Riders Bicycle Club (caloosariders.org); Florida Mudcutters (mudcutters.org); and SW Florida Biking Meetup Group (meetup.com/Biking-SWFL). The Florida Bicycle Association (floridabicycle.org) is your source for statewide happenings. BikeWalkLee’s blog site has all the information you’ll need to stay abreast of advocacy efforts in Southwest Florida as well as statewide and nationally.

Shared e-bikes, e-scooters remain on horizon

Florida Weekly 'Outdoors' column, October 16, 2019
danMOSER
bikepedmoser@gmail.com

Recently the cities of Cape Coral and Fort Myers have been approached by micromobility share companies — companies that offer shared bikes or scooters — that are seeking to set up shop. As of the time of writing this column, none have moved forward nor, as far as I’ve been able to discern based on discussions at various bicycle/pedestrian planning meetings, has either municipality come up with a plan should the companies decide to ask for forgiveness rather than seek formal permission. In fact, even for those companies that would seek formal approval or a partnership with the government, none of our local governments have thus far put in place policies to regulate the businesses or their devices.

Based on what I’ve learned in researching how other communities have been affected when micromobility devices become a common part of the transportation environment, it’s imperative to have policies and ordinances in place beforehand. The companies themselves are generally multinational and have plenty of resources to fight once they’ve established a foothold in a community — think Uber and Lyft, the two primary rideshare companies that have now gotten into the micromobility business.

Dan Moser is a long-time bicycle/pedestrian
advocate and traffic safety professional
who cycles, runs and walks regularly for
transportation, recreation and  fitness.
Contact him at bikepedmoser@gmail.com
and 239-334-6417.

Whether privately owned or as part of a rental or share business, the benefits of micromobility are undeniably appealing. Fewer cars on the roads means less pollution, congestion, and perhaps even being able to delay or completely eliminate the need to add additional motor vehicle travel lanes to existing roads.

Urban area parking woes could be alleviated. Transit users might benefit by having access to these devices as part of a commute that might otherwise require additional transfers or too much walking on either end of a trip. E-bikes, in particular, could actually add years to the time bicycle use would be an option for established riders, especially when climbing hills is necessary (something that isn’t really an issue here, other than a few bridges).

And folks who simply can’t afford cars or are otherwise unable to legally drive would now have an option. As someone who has consistently promoted ways to get folks out of cars you’d think I’d be 100% behind micromobility. But perhaps because of the hyper-capitalism that is the American way, what I’m instead seeing is an industry understandably seeking to maximize its products’ presence in the market but our governments being totally unprepared to deal with the many potential negative consequences — whether predictable or unintended — they represent.

My biggest concern is the potential for injury, or worse, especially among those users when riding on sidepaths. But whether on paths or roads, our infrastructure is clearly inadequate to handle a significant increase of even human-powered bikes, never mind e-bikes and e-scooters, meaning users themselves are at risk as well.

Considering how many people don’t even know the rules and laws that apply to traditional cyclists it seems pretty risky to add electric power to the mix. And how many potential users of share program e-scooters will actually have experience with them, including knowing laws that govern their use? Pedestrians, being the most vulnerable in the traffic mix, already deal with enough hazards, including in the form of some cyclists who use space not intended for them and who have little regard for others. E-bikes and e-scooters operate silently and can travel at up to 20 mph so now the sidewalks and bikepaths will become even dicier.

Until our governments come up with policies and regulations related to micromobility, and unless these same governments put the resources necessary to make our infrastructure able to handle them, rentals and share programs should be restricted or denied. As well, sidewalks and bikepaths should remain off-limits when e-bikes and e-scooters are used under electric power.

To learn about this topic and more, visit bikewalklee.blogspot.com and www.streetsaliveswfl.org.¦



For Lee County cycling and tri events visit Caloosa Riders Bicycle Club (caloosariders.org); Florida Mudcutters (mudcutters.org); and SW Florida Biking Meetup Group (meetup.com/Biking-SWFL). The Florida Bicycle Association (floridabicycle.org) is your source for statewide happenings. BikeWalkLee’s blog site has all the information you’ll need to stay abreast of advocacy efforts in Southwest Florida as well as statewide and nationally.