Bikeability, Infrastructure, Schools, Bike Racks
A little bike parking inspiration today, Multnomah University just installed single-side Bike Lockers and our sleek Burnside Bike Corrals for a great multi-function long-term – short-term bike parking combo.
multimodal bike lockers are easily secured with padlocks or U-Locks
The Burnside Bike Corral is easily installed on cement surfaces with anti-theft bolts
Bike lockers and corrals make a great multi-use space
Ready for the new school year with plenty of bike parking!
Bike Racks, Bikeability, Liveability, Walkability
We’re proud to announce 86 of our stainless steel Arc bike racks are part of the Nicollet Mall revitalization in Minneapolis, Minnesota. We’re doubly proud to add that the Minneapolis Downtown Improvement District have continued to install a few more Arc’s every month or so since 2016.
David Sokol of Architectural Record writes:
“Today, this downtown zone is being revitalized as a mixed-use neighborhood, and Minneapolis is again reshaping its urban fabric by implementing a redesign of the Nicollet Mall, led by the landscape architecture and urban-design firm James Corner Field Operations, with lighting by New York–based Tillotson Design Associates (TDA) and local expertise contributed by the notable Snow Kreilich Architects and landscape architect Coen+Partners.”
Read more and see images of our Arc racks here:
https://www.architecturalrecord.com/articles/14200-nicollet-mall-in-minneapolis
Bikeability, Liveability, Walkability
Image: Portland Bureau of Planning and Sustainability
One of the proposed projects is construction of a six-mile pedestrian and bicycle “green loop” that will connect the inner east and west sides of Portland. The John Yeon Center for Architecture and the Landscape partnered with Design Week Portland to solicit creative proposals to conceptualize and design the loop. The winner of the competition, Untitled Studio, not only imagined an ecofriendly, multi-use transportation path but also introduced a collaborative process as the means to design it.
Last month at Design Week Portland Headquarters, Untitled Studio revealed their vision for “Portland’s Living Loop.” The exhibit generated excitement for the project and included opportunities for audience engagement, mirroring the participatory process that will inform the green loop’s development in the years ahead. Though the loop will serve as a critical pedestrian and bicycle route across the city, Untitled Studio also positioned it as a destination and center of community. According to their model, the loop is divided into four lanes, corresponding to the Central City, District, Neighborhood, and Block. The purpose and design of each lane is decided by the people represented by the lane, from the city as a whole down to the individuals, families and businesses that reside along a particular block.
Image: Untitled Studios
Images from Untitled Studio's green loop proposal, view the full proposal here.
The possibilities for what the green loop could become are endless. Could the neighborhood benefit from an outdoor fitness space with fixtures installed for exercise? Would an urban garden plot be advantageous for a particular block or do businesses need space to install dedicated bike parking? Does the district want a central space for the community to gather, with ample benches for seating and trees for shade on hot summer days? According to the model, any of these options–and so many more–could be incorporated into the loop alongside the transportation paths.
Image from Untitled Studio's green loop proposal, view the full proposal here.
Civic projects of this scale are often dictated by the local government. Untitled Studio proposed this four-lane model as a way to engage the residents of Portland and ensure that the people who are most affected by construction of the loop are entitled to contribute to its design. Neighborhoods might hold town hall meetings or survey residents to identify solutions that best serve their community. Individuals and businesses on a single block might organize a potluck to meet each other and brainstorm ideas for their lane of the loop.
Image: Design Week Portland, community feedback wall, via Portland Bureau of Planning and Sustainability
How this participatory model of design will translate from vision to reality is uncertain. Construction of the green loop will take place in stages as funding is secured, with a few key portions already completed (Tilikum Crossing) or in development. Yet if this process is successfully implemented, it could become a model for numerous other pedestrian and bicycle greenway projects that are slated for development in the 2035 Comprehensive Plan.
View the green loop presentation here.
Bike Racks, Custom Work, Liveability
“We already had a bunch of racks piled in a storage area, and realized there was a lot we could probably do with them.”
old racks, removed for construction
What about bike racks though? Clint Culpepper, the Bicycle Program Coordinator at Portland State University, faced this question a few months back, when a series of construction projects required removal of dozens of old staple racks. “We already had a bunch of racks piled in a storage area, and realized there was a lot we could probably do with them.”
In the early days of on-campus bike parking (more than, say, 10 years ago), racks were bolted into the concrete individually — a pretty labor-intensive approach when you’ve got thousands of bikes to accommodate. These days, the Bike Corral is the gold standard: four staple racks welded to two strips of plate steel for perfect positioning, better security, and faster installation.
Because most of the cost of a bike rack is in the steel, reuse makes a lot of sense, both environmentally and economically
prepped for fresh coating
“We basically called up Casey [Rice, at Huntco],” says Culpepper, “and said ‘Can you take care of this for us?’” Over the course of a few weeks, we trucked over 100 used racks of various sizes, shapes and states of repair into our shop. We burned off the old chipped paint, cut off the mounting flanges, welded them into corrals, and sent them off for powder-coating.
The result? 40 pristine corrals of consistent height and shape, in flawless PSU green, ready for installation. The cost? 40% less than buying new ones, not to mention massive energy savings by keeping the old ones out of the scrapyard.
recycled, Refreshed and ready to roll
a new life, as corrals
Liveability, Bike Sharing, Walkability
This being Huntco, what we’ve noticed about Lille, even more than the beautiful old cobblestone streets or the legendary beer (it’s only 30km from Belgium) is the bollards. Like a lot of mid-sized French cities, Lille is a great place to walk and bike, with a wonderfully rich street life — and one of the reasons why is extensive and thoughtful use of bollards, in ways that might be surprising to folks in North America.
The Place du Général de Gaulle is a good example. Usually just called the Grand Place (“big plaza”) by locals, this is a broad, brick-paved square fronted by bookstores, cafes, shops and a historic theater. It’s the undisputed heart of the city, frequented by thousands of people a day who come there to meet, shop, drink or just hang out. It also has a street snaking right through the middle of it, and a 422-space parking garage underneath.
Using dozens of slender, elegant bollards at about 8 foot intervals, the city has demarcated a “street” that directs traffic through the plaza, while making it clear that cars are sharing the space with (far more numerous) people walking and biking. For pedestrians, the bollards just barely interfere with the flow of foot traffic, indicating where to watch out for vehicles but keeping the space permeable.
Just north of the Grand Place is another smart use of bollards along Rue Faidherbe, a short, majestic boulevard connecting the plaza to the city’s busiest train station.
In this case, the bollards line the one-way street (with two-way bike lanes), protecting broad sidewalks full of shoppers while making it easy to cross at any point. Strategic gaps in the bollards define intersections with side streets, funneling cars in a predictable way without impeding walkers — and leaving plenty of room for the city’s cafe culture to thrive.
Like the bollards that Huntco manufactures, these are unobtrusive enough that they become part of the urban fabric, not an interruption to it — in fact, they might even be a bit beloved.
The city also uses different types of bollards to lend a sense of place to different areas. Here’s a different type of bollard as you head toward the are de Lille Europe — the newer train station where the Eurostar from London stops.
You’d be hard pressed to find a city anywhere in the US that uses bollards so prolifically, or applies them so expressly toward directing cars, rather than just protecting pedestrian spaces. It’s a refreshing approach that could have some real impact in cities here, especially ones hoping to spur the kind of placemaking that’s clearly so good for business in cities like Lille.
Oh, and in case you’re wondering, the word bollard is French! And if Lille is any indication, France may well be the bollard’s homeland.
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Story and photos by Huntco team member and world traveler Carl Alviani.
Bike Sharing, Liveability, Bike Racks
One of the things we love about making bike racks, street furniture and other public amenities is how they can transform streetscapes, letting people know that this is a destination, not just a thruway. And one of the best examples of it just hit the streets of Portland, in the form of a new bikeshare system called “Biketown”.
The bikes and the racks that make up the Biketown system aren’t just reliable and well-designed; they’re also orange. Bright, eye-catching, unignorable orange. The bold color (and the odd name) both stem from the fact that Nike (Oregon’s most famous company) kicked in several million dollars to make it happen. And no, in case you’re wondering, it’s not pronounced “Bikey-town” -- though plenty of us call it that anyway.
Regardless of how you say it, the system’s impossible to miss. Driving through the city’s downtown or east side, chances are good that you’ll catch a glimpse of orange every minute or two, and the overall effect is powerful. Portland’s got plenty of bike infrastructure, of course, but if you’re not riding a bike, it’s easy to ignore. A 60-foot long row of bright orange fins, on the other hand, is a quietly exuberant reminder that bikes are part of what makes the city – as ordinary and indispensable as bus stops, storefronts and parking lots.
It’s exciting because it means that everyone who travels through the city must, sooner or later, acknowledge the existence of biking here, not as a temporary anomaly, but a permanent fixture. It’s the sort of subtle shift in perception that organized rides and awareness campaigns try to engineer, but rarely succeed at. A similar shift happened when NYC’s Citibike program launched, helping to shepherd along a citywide embrace of bikes, bike lanes and bike commuting that eventually earned it the title of Best Cycling City in the US.
Now, Huntco didn’t make these racks, but we love them just the same. They’re elegant, they’re sturdy, they look great. And more important, they make the city better for everyone.
Here in Portland, bike corrals are a big deal. These on-street rack clusters have been popping up in front of commercial and public venues since 2001, and the city currently boasts over 130 of them – more than any other city in North America, and enough to hold over 2000 bikes. You’ve probably heard about their advantages already: 10 times the vehicle density of car parking, better businesses visibility, improved pedestrian safety (especially when installed near intersections), not to mention the fact that bike-bound customers tend to visit more often and spend more.
The way these corrals get designed and installed has changed a lot over the years, though, and their standardized form gives some great pointers for anyone trying to design a public bike parking area. Take a look at the Portland Bureau of Transportation’s official design drawing, and a few things immediately jump out.
Click to Enlarge
For one thing, every rack has breathing room: 28 inches between racks, and two feet from the curb. Years of trial and error have shown this to be the sweet spot, maximizing parking density while still letting riders fit a bike on both sides of each rack. And unlike those first corrals in front of PGE (now Providence) Park, which placed racks perpendicular to the curb, current corrals angle them in about 30 degrees. This keeps bikes from intruding too much on the active roadway--especially important when you’re parking a longtail with an extended wheelbase.
The other big advancement is in how corrals get protected and accessed. Other early examples, like the corral in front of Stumptown Coffee on SE Belmont St, are completely surrounded by raised curbs and reflective posts, which do a great job of keeping cars out, but also make it tough to roll a heavily loaded bike in. Current designs put a raised parking block at either end, but leave the long, street-facing side open, marked off with a bold reflective stripe. Combined with bike-stenciled access spaces at either end, this creates a sort of miniature bike parking lot with easy roll-in and roll-out.
The bad news, if you’re a street-facing business in Portland, is that these corrals are so popular that there’s a year-long waiting list to get one installed. The good news for everyone else, though, is that these principles work just about anywhere else, and the math is the same: a 29’ corral holds 12 bikes, versus just a single car when parallel parked.
For more information, check out Huntco’s Bike Corral product page.
According to some recent articles, walkability is now the single most desirable trait for house hunters in US cities, and it only seems to be getting more desirable.
This shouldn’t be all that surprising. After all, Millennials are now the largest generation in the country, they’re heading into their settling-down years, and they’re famously less interested in driving than previous generations. On top of that, you have millions of aging Boomers looking to downsize, often in places where they won’t have to spend as much time in their cars. This doesn’t have to mean a city–lots of suburbs are getting more pedestrian-friendly–but it does mean distances short enough to make walking a viable alternative to driving.
But it also means infrastructure: sidewalks, shade trees, street-oriented storefronts, and--you guessed it–site furnishings. Installing benches, tables, bollards and bike parking doesn’t automatically make a block a walker’s paradise, but you’d be hard-pressed to find a walkable neighborhood without them. Besides giving you a place to rest your bones after a long stroll, street furniture also sends a powerful message: that people are supposed to be here, that walking is a viable form of transport.
This may be why so many of our site furnishings projects over the last few years have been part of placemaking initiatives. As cities around the country double down on their established neighborhoods, they often look to site furnishings as a way to kick-off the reinvestment process, in a pragmatic and highly visible way. Huntco has been fortunate to be a part of several of them, often with great results:
