City planners, policymakers, and community leaders can take several steps to improve bicycle safety in metropolitan areas. PeopleForBikes has established the SPRINT framework to assist cities.
The “S” in SPRINT stands for speed. By reducing car speeds, cities can address one of the leading factors in traffic-related fatalities. Research suggests that lowering citywide speeds to 20 miles per hour can significantly decrease traffic fatalities and injuries for cyclists and drivers alike.
Protected bike lanes (the “P” in SPRINT) should include flexible posts with strong barrier materials. Developers must prioritize both durability and visibility when constructing bike lanes.
Reallocating space (the “R”), such as investing in public transportation facilities, widening sidewalks, and generally rethinking how city streets best serve citizens, can further improve the effectiveness of bike lanes. Widening streets and introducing more parking spaces increases the number of cars on the road, resulting in numerous traffic issues.
Improving intersection safety (the “I”) ranks among the most critical issues regarding cyclist safety. In some cities, over 40 percent of bike fatalities occur at intersections. City planners can further optimize cycling safety by establishing a comprehensive cycling network (“N”), ensuring that bike lanes connect seamlessly to all parts of the city without interruption, and relying on trusted data (“T”) when making safety decisions.
Cities and towns throughout the United States can take several steps to make their streets safer for cyclists, which also positively impacts motorist and pedestrian safety. A central question in this discussion involves whether bicycle traffic should be separated from the main road and how to achieve this safely.
Research indicates that when faster traffic is moving along a street, especially at great volumes, the more beneficial bicyclist segregation efforts can be. However, municipal leaders and city planners can take related steps to curb vehicle speeds, such as lowering speed limits and making speed-calming design changes. Examples include narrower lanes, speed bumps, and center medians and curbs.
If town leaders determine that further separation is needed, they may have to invest in developing a separate lane for cyclists. Planners have several options for permanent bike lanes: two-way bike lanes can be placed on one side of a two-way street. However, this arrangement can create hazardous cycling conditions and is not recommended over single-lane bike paths on either side of the road. The Department of Transportation recommends right-hand bike lanes on one-way streets unless the left side of the street provides clear safety advantages.
In some cases, only a temporary pop-up bike lane, such as during a major construction project or annual event, may be required. Whether a bike lane is temporary or permanent, it must be developed with comprehensive safety assessments emphasizing visibility and accessibility.
Planners help shape urban areas’ future by balancing community needs with the sustainable use of resources. Strategic urban planning, for example, sets high-level goals and determines desirable aspects of regional growth. The strategic plan may include city transportation, creating more community spaces, improving citizens’ quality of life, and encouraging new residents to move to the city.
Land-use planning is crucial, relying on government statutes, regulations, and policies to direct land use. These tools determine the type, location, and amount of land necessary for various urban functions.
Master planning focuses on greenfield developments, addressing zoning and infrastructure needs for new projects. Planners consider residential and commercial spaces, transportation, and road placement to ensure project feasibility.
Furthermore, city authorities actively revitalize declining urban areas. As part of their improvement tactics, they repair roads, develop infrastructure, clean up pollution, and add parks and other public spaces.
Promoting growth areas encourages businesses to set up operations, boosts economic activity, and supports local livelihoods. This targeted development fosters financial prosperity and enhances community well-being.
Transportation is the lifeblood of cities, such that a city is as efficient as its transportation system. Due to the avalanche of activities common to cities, residents need to easily commute and transport themselves seamlessly from one location to another. Therefore, urban mass transportation is necessary for cities with a high density of people and activities.
Urban mass transportation is a broad term that refers to the various scheduled modes of transportation, plying fixed routes adopted by people living in a city. Therefore, urban mass transport may include streetcars, trolley coaches, cable cars, etc. The history of mass transit in the United States dates as far back as the 1830s when streetcars and omnibuses pulled by horses were introduced in the eastern cities. Cities like New York, Philadelphia, and Boston were ahead of other towns regarding mass transportation.
Due to the bumpy and slow nature of omnibuses, there was a need to improve the existing mode of transportation. Horsecars were subsequently introduced to replace omnibuses. Unlike the omnibuses, horsecars offered commuters a faster and less bumpy journey. By 1853, horsecars became more prevalent in some U.S. cities. In 1853, it was recorded that about seven million commuters in New York used horsecars.
By the end of the 1890s, streetcars became more important as they helped millions of Americans commute faster between their jobs and homes. The Boston Transit Commission, a public organization, initiated a public-private partnership in the 1890s. It proposed to issue bonds to fund the construction of a streetcar tunnel beneath Tremont Street, then generate a return on its investment by rents collected by privately owned street railway lines that would utilize the tube subway. The Tremont subway was opened in 1897, and it eventually became the first subway in the United States. Subsequently, in 1914, New York built its subway, which consisted of electric trains instead of streetcars. This marked the beginning of street railways across the United States.
By the 1920s, the automobile industry in the United States began to grow, and the rail transit industry began to witness a decline. Revenue from rail transit across the United States dropped from $17.2 billion in 1926 to $11.3 billion in 1933. Switching from streetcars to gasoline and diesel buses in a process known as “motorization” was one of the ways some railway companies tried to regain profitability. Buses had cheaper fixed costs than streetcars because they could utilize the same roadways that were free to private motorists. This made them particularly appealing for suburban routes with less regular service.
By the 1950s, there was increased federal government involvement in mass transportation. Hence, with the passage of the Urban Mass Transportation Act of 1964, over $375 million was contributed by the federal government to cover the cost of transit projects. By the 1970s, most cities in the United States had built a rail rapid transit system. While the rapid transit rails cost the government billions of dollars, they were faster and enjoyed wide patronage. By 1991, Congress enacted the Intermodal Surface Transportation Efficiency Act (ISTEA), and subsequently, in 1998, the Transportation Equity Act was passed. Among other things, these legislations encouraged investment in transit and pedestrian projects. Today, the government still runs mass transportation, and it generates low revenues. It remains essential for cities in America.
An experienced executive in the infrastructure and transportation fields, Michelle Pourciau heads Washington, DC’s MP Synergy as president. Michelle Pourciau maintains active involvement with a number of community-focused programs. For example, she sits on the external advisory committee for the Center for Advanced Manufacturing in Space Technology and Applied Research (CAM-STAR) at the University of the District of Columbia.
CAM-STAR makes it possible for students to investigate advanced manufacturing techniques and their application to space exploration through a partnership with NASA. The program currently encompasses three interrelated projects.
In one of the projects, students are looking at the applications of 3D printing technology in utilizing rock from the lunar surface to build infrastructure in situ on the moon. Another project recognizes the limitations of advanced manufacturing for aerospace applications and seeks to develop new functional coatings and structures for spacecraft components. The third current project is investigating ways of creating passive thermal management systems using nano-enhanced materials that can change phases–for example, from solid to liquid–rather than remain in a single state.
The findings from these three projects are informing each other in interesting ways that allow each to go further than they otherwise would as a standalone piece of research. All three are poised to change how NASA approaches ship construction and space exploration.
Michelle Pourciau, the president of MP Synergy, works in the transportation and infrastructure sectors. An active member of the professional community, Michelle Pourciau has also served on the board of several professional organizations, including the National Association of City Transportation Officials (NACTO).
NACTO is an association of 86 transit agencies and North American cities committed to creating cities with safe and accessible transportation choices. To that end, NACTO maintains several programs and initiatives that promote transportation in cities, such as the Cities for Cycling peer network.
Cities for Cycling comprises city staff members and other transportation leaders who regularly meet to discuss their experiences and lessons in bikeway design. Through such collaboration, NACTO hopes to bring bicycling to more American municipalities to improve mobility and public health.
NACTO began leading Cities for Cycling in 2010 when the network was tasked with developing the Urban Bikeway Design Guide, which gives cities ideas for making their streets better for bicyclists. The guide addresses topics that include bikeway signage, signals, and cycle tracks. Cities for Cycling continues to update and develop this guide.
Michelle Pourciau holds a master’s degree in city and regional planning from Howard University. A Certified Public Manager, she possesses extensive infrastructure and transportation management experience. Michelle Porciau has also worked with private businesses as well as federal, state, and local governments on strategic transportation management and urban transport planning.
Transport planning is needed to manage and adequately operate the means of transportation in any given area. Urban transportation planning aims to formulate an economical and efficient transportation network in a metropolitan area to enable the efficient movement of goods and people. Furthermore, urban transportation planning consists of decisions and actions based on transportation policies and programs factored in from variables consistent with a specific urban population.
It entails gathering information, carrying out impact surveys, and calculating alternative strategies that promote a balanced transportation ecosystem. This information aids decision-makers in choosing and implementing programs. Additionally, this process must work within specific parameters; for instance, it must engage the particular urban area’s characteristics to create a solution that works for that system.
Usually, most urban transportation planning mechanisms work within a spectrum of goals and objectives. They include:
1) To enable the transportation network to boost economic development while simultaneously limiting any adverse environmental or social effects.
2) To create a system that allows a systematic and productive movement of individuals and services in an urban area.
3) To use a coherent planning system that engages all transportation amenities following land-use law and regulations.
A resident of Washington, DC, Michelle Pourciau holds a master of arts degree in city and regional planning from Howard University and previously served as the director of the District of Columbia Department of Transportation. Michelle Pourciau holds membership with numerous professional organizations, including the Conference of Minority Transportation Officials (COMTO).
An organization with over 30 chapters across America, the COMTO is comprised of over 3,000 members and serves minorities working within every sector of the transportation industry. Membership with the organization provides a diverse range of benefits, including opportunities to develop professional connections with peers who serve within all levels of the industry. COMTO members can also expand their business networks by attending chapter events, community fundraisers, and the National Meeting and Training Conference.
Membership with the COMTO provides access to ongoing learning and professional development opportunities, including webinars, seminars, and training sessions. Members can also develop skills in the areas of public speaking, leadership, and management to enhance their professional careers by serving on the organization’s various committees.
Washington, DC, resident Michelle Pourciau is an accomplished business professional with significant experience in the education and transportation sectors. Michelle Pourciau served as director of the District of Columbia Department of Transportation. Dedicated to supporting philanthropic causes, Ms. Pourciau is a member of United Way.
An internationally operating, non-profit organization, United Way works to promote health, education, and financial wellness for people around the globe. United Way maintains partnerships with seniors, students, governments, and numerous business and organizations to carry out its work.
Recently, United Way Worldwide launched a new strategy to assist people in carrying out their civic voting duties via the organization’s online Vote United Election Hub. This hub is designed to provide helpful tools for registering to vote, identifying polling stations, and ordering absentee ballots, among other tasks. As an initiative of the 2020 United We Count, United We Vote Campaign, the goal of the hub is to promote the value of civic engagement throughout the entire year.
For 35 years, Michelle Pourciau has held a variety of leadership positions, primarily in government organizations. Most recently, she served as director of the Baltimore City Department of Transportation. Michelle Pourciau is a public manager certified by the George Washington University (GWU) Center for Excellence in Public Leadership.
The Certified Public Manager (CPM) programs offered by the GWU focus on accrediting and developing government management professionals. The general program’s curriculum encompasses seven competencies – personal and organizational integrity, leading people, managing work, developing self, public service focus, systemic integration, and change leadership.
CPM can be acquired via the Program for Excellence in Municipal Management (PEMM) or the Regional Executive Development Program. The former is directed by the District of Columbia Department of Human Resources. It aims to equip managers in the District government with tools to enhance their skills and become more effective leaders.
PEMM teaches participants the most current management and leadership theory and practice with the help of renowned practitioners from the government, private, and nonprofit sectors. Graduates also earn a Green Belt certification in Six Sigma. All methods are applied with project teams, who participate in real improvement opportunities.
Michelle Pourciau 