10th anniversary post: Cedar Rapids' protected bike lanes experiment

 

Protected bike lane demonstration project,
3rd Avenue SE, 2 August 2015

A protected bike lane is one that is separated from moving car traffic by some barrier, such as parked cars, bollards, or curbing. This provides more physical protection for riders than a single stripe of paint or a painted zone (buffered lane). (See discussion with illustrations in the Urban Bikeway Design Guide, prepared by the National Association of City Transportation Officials (NACTO).)

I've been thinking that, when it comes to protected bike lanes, nothing serves as proof-of-concept quite as well as all the riders you see riding on sidewalks instead of streets. But proof of which concept? Sidewalks, despite the occasional presence of pedestrians as well as numerous driveways, are physically separated from the motor vehicle traffic, just like a protected lane; but, unlike a bike lane and more like a trail, they are located off the street.

He wants protection! 300 block of 10th St SE, 2021
(Google Earth screenshot)

Cedar Rapids built its first protected bicycle lane on 3rd Avenue SE less than ten years ago, thanks to advocacy and funding by the Corridor Metropolitan Planning Organization and its crack transportation planner, Brandon K. Whyte. Whyte led a "pop up" demonstration in August 2015, in which parking was moved off the curb to provide protection for the cycle lane. 

Beginning of the protected lane at 8th St SE

By 2019 Cedar Rapids had built protected lanes along 3rd Avenue from 8th Street SE to 6th Street SW. They remain, to my knowledge, the only such lanes in the city. Most bike lanes in the city are unseparated, while construction of cycling infrastructure has focused on trails and shared-use paths.

Shared-use path on K Avenue NE accommodates both
bikes and pedestrians

NACTO considers protected lanes to be an essential part of an "all ages and abilities" (AA&A) cycle network: Protected bike lanes are the only tool for All Ages & Abilities biking on streets with high curbside demand, speeds of more than 25 mph (40 km/h), multiple adjacent travel lanes, or motor vehicle volumes over 6,000 vehicles per day. They do what trails can't; while off-street trails like the CeMar Trail provide cyclists with superior protection over a sustained distance, they don't provide access to destinations (homes, schools, shops, offices) which are inevitably located on streets. Attempting a comprehensive trails network entirely apart from existing streets network could easily become "prohibitively expensive" [David Sucher, City Comforts (Seattle: City Comforts Inc, 2nd ed, 2016), 90].

Riding downtown on 3rd Avenue SW

Protected bike lanes are credited with improving traffic safety as well as encouraging cycling among the interested-but-reluctant. Within a year of introducing bike lanes, New York City found sharp decreases in injuries to all travelers, particularly (and perhaps counter-intuitively) pedestrians [Jeff Speck, Walkable City (New York: Farrar Straus Giroux, 2012), 190]. Nationally, analysis of data at both the block and network levels published in Nature found protected lanes had 1.8 times more riders than blocks with standard bike lanes, and even more when compared to shared streets (Ferenchak and Marshall 2025). 

Janette Sadik-Khan, who as transportation commissioner of New York City built miles of protected bike lanes among other pedestrian-friendly infrastructure, told Gilbert Penalosa at a Cities for Everyone webinar this summer:

When we put down protected bike lanes like... on 8th Avenue, which was the first one in the United States, we heard lots of people say that they were scared that people wouldn't be able to reach shops, that it was going to be bad for business... but sales data showed that where we put down protected bike lanes, injuries were cut in half, for all people, and shops showed a nearly 50 percent increase in retail sales. [The accompanying slide showed "-58% injuries, -67% pedestrian crashes, -29% speeding, +49% retail sales." She showed additional data from Toronto ("+100% cyclists") and London.] So whether it's making a street safer, better for business, or making it easier to get around, mile for mile, meter for meter, euro for euro, nothing beats a bike lane. [Quotation starts at 24:30 of the video]

Despite all these high-powered arguments, there is opposition. Some of it is the inevitable opposition of self-centered motor vehicle operators who wish everyone would just get out of their personal way, and perceive--correctly--that they are expected to slow down and share road space. Some especially confident cyclists object to what they see as relegation, when as vehicles their bicycles are fully entitled to space on the streets. 

But even ordinary cyclists have concerns about protected lanes. The main concern seems to be intersections, when cyclists are forced into traffic, particularly turning traffic than may not have seen their fellow road user. In particular, parked cars, which often form part of the protective barrier, can obstruct the motorists' view of the protected cyclists. I have myself, because the protected lane forces you into a more-or-less straight path, experienced unavoidable interactions with people standing in the lane, riders coming the wrong way at me, and one e-cyclist urging me out of their way.

100 block of 3rd Avenue SW:
Without a protective barrier, parked cars can and do
encroach on the bicycle lanes (Google Earth screenshot)

These problems appear to be in large part fixable. A cement curb between the cars pictured above and the bike lane they're sharing would provide a lot more "protection" for cyclists.

Given the value of bike lanes in encouraging ridership and improving street safety, we certainly shouldn't fall back onto the status quo. We should respond to problems as they arise, as Memphis has done with bike lanes on Broad Street. After residents experienced frequent issues at the intersection of Broad and Collins Streets, a transportation consultant involved with the original installation "suggested that the city could create a truck apron at the corner using speed bumps. This would tighten the turn radius for cars, forcing them to slow down, while still allowing larger trucks to make the turn. It’s also a quick and easy change to make" (Strong Towns 2025).

NACTO has a number of recommendations for intersections, based on four principles: 

1. change underlying assumptions about how intersections must operate
2. give people biking and walking clear priority over turning vehicles
3. reduce the approach speed and turn speed of motor vehicles
4. make people walking, biking and driving mutually visible

The specific remedy will depend on the intersection, of course, but a bike setback like this...

Source: NACTO

...gives both cyclist and driver more time to see each other. (Note the distance between the crosswalk and where the cars turn.) 

• "Right turn on red" could be barred where there are frequent conflicts between cars and bicycles (and pedestrians). A leading green only works when cars aren't expecting to roll regardless of the color of the light.
• Clearly-marked and maintained crosswalks and "cross-bikes" provide paths across the intersection that are visible to drivers. 
• Removing one parking space from each intersection will provide more visibility, not just of bicycles but also of motorized cross-traffic. 
• Finally, more and more visible traffic enforcement would discourage rogue behavior by everyone--as long as it's focused on genuine dangers (cars blowing stop signs, wrong-way bike riding, aggressive or erratic movement by anybody) and not on easy prey like pedestrians crossing empty streets.

That all said, I think there's room to expand the presence of protected bike lanes. Jeff Speck prefers--at least he did when the first edition of Walkable City was published--shared streets for downtown areas, to allow everyone access to shops, assuming "an environment of such slow driving that bikes and cars can mix comfortably at biking speeds" [2012: 203-204]--which is not always the case in Downtown Cedar Rapids. Speck wants to look at streets "where car speeds get into the thirties." I'd start with those of our stroads that don't have quieter streets that parallel them: 16th Avenue SW, Center Point Road NE, and Mount Vernon Road SE, to name a few.

So, bottom line: protected bike lanes are a boon--not a cure-all, and not appropriate everywhere, but done right they are a boon nonetheless.

ORIGINAL POST: "Cedar Rapids' Protected Bike Lanes Experiment," 3 August 2015

The bottom line is private cars don't scale

Czech Village parking lot, November 2020

My latest brush with fame came last weekend, when the Cedar Rapids Gazette published a long article by reporter Steve Gravelle on the Czech Village-New Bohemia district, suggesting that development in the area has reached a sort of inflection point: 

A wave of new residential and mixed-use building construction over the past decade nearly tripled property values in the neighborhood, from $12.9 million in 2015 to $37 million last year, according to Jennifer Vavra Borcherding, director of The District: Czech Village and New Bohemia.... The recent projects were built on property the city acquired through post-flood buyouts, replacing dozens of single-family homes that were swept away. The shift to high-density apartments and town houses has altered NewBo's historic aesthetic.

The article included a number of quotes from "Bruce Nesmith, who studies urban design and is a founder of the Corridor Urbanists group," including:

Ten years ago, when I started hanging out down here, I hoped it would evolve in the direction of urban village--places for people to work, places for people to shop, places for people to live. It's probably not done that. The direction now is economic development as a tourist destination, which is OK.

I'll own those statements, though I hope my original comments followed "OK" with "but..." or "if...." In any case, despite much new residential construction, commercial development has been specialized rather than fulfilling "normal daily needs;" and that prospects for hotel construction seem optimistic given the city has been unable to find a private buyer for the big downtown hotel it pushed in 2013. I wrote more about all that last fall.

My participation in the article got a fair amount of attention. Several people expressed to me concern about proposed additional development discussed in the article. They told me about the difficulty of parking for events in the district, and worries that additional residential and commercial development would bring more people competing for fewer parking spaces. Not everyone can walk to every place, I was told, which while true, can get psychically translated into "Not anyone should be expected to walk to any place." 

Given the amount of space this blog has given to tracking the vast waste of space that parking lots represent--even on Black Friday--I was resistant to their concerns. Everyone should understand, if they don't already, that car storage takes up enormous amounts of land at low taxable value, increasing the distance between destinations, squashing vibe, and making any other way of getting around inconvenient if not outright impossible. (See Grabar 2023.)

And yet! I'm not here to preach about personal choices, to residents or shoppers. This blog is first and foremost about public policy, which should make personal choices possible. But Cedar Rapids has developed in a way that Czech Village and New Bohemia are heavily dependent on recreational consumers coming from elsewhere, and the vast proportion of those consumers are simply not in a position to get there except by private motor vehicle. That's not the fault of individuals, it's the fault of the community.

The Czech Village-New Bohemia district is basically Edgewood Road, except for being a whole lot cuter. Maybe this all was inevitable, and the urban village was always going to be a pipedream. Or a sales pitch.

Drive-to urbanism is a thing, but without the valuable attributes of real urbanism. (For an egregious nearby example, see Kaplan 2016.) You can't drive your way to real urbanism. Driving requires parking; you've seen the aerial photos of a 75,000-seat sports stadium surrounded by untold acres of parking. Or how many bicycles fit into a single car-parking space. People don't take up much room, but their cars do.

Parking lot, Tropicana Field, St. Petersburg FL

If getting someplace, whether it's New Bohemia or Lindale Mall, requires driving, it's going to require parking. Parking requires way more space per person than practically any other use of urban land. Way more space requires way more city infrastructure without the revenue to pay for it (Mieleszko 2025). Land used for parking can't be used for housing or shops or parks or schools or anything else that contributes to quality of life. Without the ability of people to walk or bike or take public transit to places, locations become placeless. Roads then need to become wider in an (ultimately fruitless) effort to keep up with the demand to drive. This too is a financial loser for the city.

The bottom line is private cars don't scale. I don't know how New Bohemia ultimately solves that problem, but you can't parking lot your way to long-term prosperity.

ORIGINAL SOURCE: Steve Gravelle, "New Bo Comes of Age," Cedar Rapids Gazette, 3 August 2025, 1A, 4-5A

Can special events help activate parks?

Welcome booth, Art in the Park 2024
(My brain overheated in 2025 so I took no pictures)

Sunday's exuberant Art in the Park at Redmond Park had possibly the biggest turnout yet, with the park full of people thumbing their nose at the steamy weather (while respecting it by staying hydrated). Big events like Art in the Park, Marion's Thursday night Uptown Getdown, Lisbon's Sauerkraut Days, and downtown farmers' markets can bring big crowds to parks or wherever in town they're held. For those who take the lead in planning, they are a lot of work, with the hope of a lot of reward in seeing your event pop in real time. Sophia Joseph of the Wellington Heights Neighborhood Association, who had a big hand in planning the event, posted on Facebook:

It's a lot of work, a lot of heart, a lot of community, and a lot of joy. I'm tired. After we rest up, we are excited for our 5th annual event next year, which is sure to be our biggest and best yet.

2024 Sidewalk chalk competition on 3rd Avenue

For one day last weekend, Art in the Park brought the crowds and the fun and the sidewalk chalk to Redmond Park in the Wellington Heights neighborhood. Marion's Uptown Getdown and Cedar Rapids's Summer on the Square do it for several summer evenings. What about the many other days in the year? A successful park is a place for neighbors to gather and play all year around. The presence of a natural gathering place, whether a park or a town square, is one element of the Strong Towns Strength Test, asked provocatively: If there were a revolution in your town, would people instinctively know where to gather to participate? More to the point: If you can't envision your neighbors gathering together in a central location, it's hard to envision coming together to solve day to day problems and build strong towns--much less demonstrating publicly for a common goal. (Strong Towns 2017)

But first, play time: Packing the Redmond Park playground
after the 2024 Easter Egg hunt

As space that includes some natural elements, parks in particular provide other benefits. Nadina Galle, in her book The Nature of Our Cities--not to mention all the other aspects of her public work--commends natural spaces for providing individuals with awareness of "the extraordinary richness of life that surrounds us" (2024: 133) as well as "restoring the ability to concentrate and triggering a physiological response that lowers stress levels" (2024: 185). 

But they can't do that if we're not there. And that means that park spaces large and small must be interesting and feel safe (Jacobs 1961 ch 5, Kaplan, Kaplan and Ryan 1998), as well as providing for our toileting needs, and maybe so comfortable that one could grab a nap (Sucher 2016: 144, 219). Jacobs (1961: 135-145) talks about connection to a vibrant neighborhood outside the park, internal intricacy (appropriate for multiple uses), centering (one clear climactic point), sunshine (and shade), enclosure, and demand goods. 

Redmond Park splashpad in operation, 2014

Jane Jacobs is focused on large city parks, but the Reimagining the Civic Commons folk argue in their latest post (Reimagining the Civic Commons 2025) that the same considerations apply to small neighborhood parks as well, like River Garden in Memphis and Akron's Summit Lake Beachhead. River Garden, they note, "layers different uses within close proximity to each other to promote connection and casual conversation." Some of the places they profile offer ongoing programming; others rely on a diverse set of demand goods. 

Do big events like Art in the Park help with any of this?

I think they can, under certain circumstances.

1. The park is connected to a successful (or potentially successful neighborhood). There should be, in short, a ready set of nearby people who could populate the park. There should be sidewalks connecting the park to its surroundings, and infrastructure (street lighting, street trees, narrow driving area) conducive to getting to the park. Ben Kaplan's 2019 photo essay on Viola Gibson Park in Cedar Rapids shows what happens when these elements are neglected.

   

   Chicago's Walsh Park is accessible by street or the 606 Trail

   
   
2. The park has a reasonable set of demand goods. Walsh Park on Chicago's north side (pictured above) has a dog park as well as a big play area. Redmond Park in CR has playground equipment, a splash pad, and picnic benches for public use, although they could use some more trees. Our city's biggest parks have a greater variety of features, including swimming pools, ball diamonds, and wooded trails.

   

   walking trail at Bever Park

3. The special events serve the purpose of bringing people into contact with the park's everyday uses. Come for the chalk art, stay for the swingset. If people come to the park for a municipal band concert, and are inspired to return on their own some day soon, that's good. That's why I'm cool even with closing streets for Art in the Park and the downtown farmers market, but think having a NASCAR race in downtown Chicago is grotesque. Auto racing, whatever its attractions, prevents rather than promotes everyday public use.
4. Commitment to regular programming. San Francisco's Noe Valley Town Square, cited by Reimagining the Civic Commons, "serves as the neighborhood's 'living room,' hosting weekly farmers' markets, concerts, yoga and dance classes, family events and more" That's great, if there are the staff and resources for it, but not necessary for successful public space.

What you need is a reason, preferably multiple reasons, for people to be there, and easy access so they can get there without great effort. Urbanism is mostly about daily life, about creating spaces that can be enjoyed in community every day. As such big special events are more of a distraction than a feature. But they too have their place, when the uniquely special contributes to the routinely special.

On the other hand...
Redmond Park on an ordinary Sunday afternoon

MORE ON THIS SUBJECT:

Gilbert Penalosa's terrific Cities for Everyone webinar series will feature Shannon Baker of Waterfront Toronto on Tuesday 8/19 at 10:00 a.m. CT. Her topic is "Connecting Nature and the City." Register here. Recording is available a few days after the presentation at gpenalosa.ca.

PRINT SOURCES

Nadina Galle, The Nature of Our Cities: Harnessing the Power of the Natural World to Survive a Changing Planet (Mariner, 2024)

Jane Jacobs, The Death and Life of Great American Cities (Modern Library, 1961)

Rachel Kaplan, Steven Kaplan, and Robert L. Ryan, With People in Mind: Design and Management of Everyday Nature (Island Press, 1998)

David Sucher, City Comforts: How to Build an Urban Village (City Comfort Inc, rev ed, 2016)