Don your best pantaloons, knickers, argyle socks, and two-wheeler, then make haste to the Grassy Knoll as BFOC presents Dallas’ first tweed ride, November 22nd at 3:30PM. For a taste of what is in store and for apparel ideas, view the galleries of the original New York Tweed Ride, and San Francisco Tweed Ride.

Prepare to look dapper as we pedal the streets of Downtown Dallas, and stop for a pint or spot of tea at a local tavern of our choosing. Bells and baskets are encouraged, a good pipe is always favorable, keep your cameras at the ready, and wear plenty of tweed. All are welcome, even those who don’t dress the part. This is a chance to even bring along dear old mum, It should be a smashing time for all! We’ve setup a Facebook event page here as well. There will also be awards given to the most dapper lad and lass.

If we’re lucky, maybe Jeremy over at the OCBC Shoppe will arrive on one of his handmade British Pashley’s:

For more inspiration view this video of the Chap Olympiads:

and here are a few other photos from Tweed Rides past:

(photo by Matt Shaw, www.doozzi.com)

(photo by Matt Shaw, www.doozzi.com)

(photo by Matt Shaw, www.doozzi.com)

For more information on what to wear:

Thoughts on style from the Tweed Cycling Club

High Performance ~ Wool?

Go to the dress code section:
http://www.3speedtour.com/

and for more ideas on what a British ride is all about:
http://www.abcetour.com/

Knitting Instructions for Fingerless Gloves

The Freakonomics blog posts a letter from a DFW area police officer asking: “Why does driving bring out the worst in people?“
There are interesting rationales discussed in the comments section. One that I’ve heard most is that people tend to feel anonymous inside of a vehicle, causing them to dehumanize others around them. A good example of this is if you’ve ever been cut-off by someone on the highway. Initially you might let out a string of obscenities and start to lay on the horn…but if the person who cuts you off turns around, and you realize that it’s a family member, or friend, you immediately humanize the individual and quickly feel guilty for being quick to anger. Another commenter delves deeper into this and states:

“[People get angry] in traffic because they are the (self-perceived) victims of theft. Whomever has slowed them down has stolen their time. They are reacting with the same emotions you would have if someone broke into your house and stole something valuable from you. And what is more valuable than your time?”

This is interesting, and explains why I’ve experienced hostility while bicycling on the street in traffic. Though in my mind, I’m only temporarily inconveniencing a driver as they pull around me, the driver feels I am stealing his/her time, and reacts in anger by laying on the horn or yelling out the window. The majority of road rage stems from someone feeling as if they’ve been slowed or stopped from their momentum by another. This also explains the number of angry comments you see from drivers when news blogs report on area bicycling incidents.

Though we’ve often mentioned the low ridership levels of bicycling due to a lack of “perception of safety” to share the road, what we also should note is that the majority of bicyclists are also drivers and know first-hand the dehumanizing and quick-to-temper reactions they’ve felt when behind the wheel. This understanding naturally leads to a lessening of liklihood to take up bicycling to work, the store, school, et cetera. Conversely, when someone begins bicylcing more, they are then able to empathize with other cyclists they see on the road, and if driving, give more room and ease their own emotions about having to decelerate and pass. This explains the “Safety in Numbers” scenario as well, which is seen when cities adopt bicycle infrastructure that brings out greater numbers of cyclists…in other words, your tendency to either be a cyclist or have some form of relationship with a bicyclist is increased.

Today marks the one year anniversary of the BFOC blog! We’re excited to note the occasion, and to mark all of the fun accomplishments we’ve managed and or assisted with in such a short time, including:

- A community pledge drive to bring 7 bike racks to area businesses
- Reclamation of two bike racks from the soon-to-be-demolished Reunion Arena
- The amazing ten day Cyclesomatic bicycle festival
- The birth of a new bike shop in the Cliff
- A series of bike-in movies at the Belmont Hotel
- The creation of a discounts for cyclists program with area businesses in the OC
- An official city proclamation by the Mayor noting “Bike to City Hall Day“
- Four massively attended Historic Group Rides promoting Dallas’ history
- A kiddical mass ride
- The return of Dallas Bike Polo
- Work with Council Members, and City staff to promote bicycle initiatives
- Interviews with major US city bicycle coordinators, and planners from around the world
- Bike hooks at Eno’s
- Bike movies at the Texas Theatre
- Oktoberfest, and a Brewfest benefiting BFOC
- Tyler Street Block Parties
- A Photo scavenger hunt
- and more!

Special thanks to our contributors: Holly Jefferson, Hollis Wakefield, Catherine Cuellar, Zac Lytle, Andrea and Jason Roberts.
And thanks to you, our readers who have helped us work towards making Oak Cliff and Dallas a bicycle friendly community.

(photo by Danny Fulgencio)

If you missed the last Bike Polo night next to the Oak Cliff Bicycle Company, be sure to clear your calendar for the next event this Monday night from 6:30PM to 9PM. The same lot will be used at Tyler & Seventh Street, but this time we’ll have tamales on hand from Marissa’s Tamales. It’s free to watch, and BYOB. See you there!

Streetfilms in New York released this great video of Oregon Congressman Earl Blumenauer bicycling around New York City’s new bike lanes. Blumenauer is the most prominent government official who is an advocate for bicycle and pedestrian infrastructure initiatives in the nation. Dallas council member, Angela Hunt, met with him last week in Boston during Railvolution 2009.

In the video, notice how he starts in a painted-only lane, which has doors opening, cars crossing, and more, then transfers over to a physically separated lane. Moving the cars away from bicycles completely changes the dynamic of the ride, and the cyclists are able to relax and hold conversations with far less worry. You can see how one option does little to lower the perception of risk, while the other invites people out, and makes bicycling irresistable. What’s also notable is the safety afforded to pedestrians crossing at intersections, with the cut-outs that are now created giving them islands in the middle of streets to watch before crossing. Shortening the distance between intersections is a major factor in making people feel safe when moving around streets filled with cars.
I also love this quote from Blumenauer: “It is fascinating watching the emergence of this movement around the country, and there was a time when it was college towns, and maybe an outlier like Portland, but now what you’re seeing in New York, Chicago, Los Angeles, Washington D.C. is a National movement, and cities large and small are getting into it.”

The Dallas Observer posted a slideshow from the Terror on Two Wheels ride here. Danny Fulgencio grabbed some incredible pics.

In the first part of our “How to Build a Livable Dallas” series, we noted the need to set larger goals. In Part 2, we highlighted the need to challenge assumptions, take risks, and focused on Copenhagen’s effort to return bicycling to the forefront of their city. Today, we spotlight other areas city leaders should look to invest. Obviously, infrastructure is key, as this is the domain of local government. If Dallas builds six-lane, high speed streets, we should expect fast traffic, large box stores, and little streetlife. If we build two or four lane roads with slower speeds, along with bicycle lanes, streetcars, and wide sidewalks, we would expect an environment that promotes an active, livable, street, with smaller store fronts that allow for small business to grow, and create a neighborhood identity.

(Dallas Convention Center. Surrounded by a sea of concrete parking, and zero streetlife. )

Today, we have a two-way failure, as not only do we invest in the wrong type of infrastructure that shuns human activity, but attempt to repair this failure by installing an expensive short term solution, that does little to foster a growing community. The most noted example is the misguided effort to install a large sports complex, convention center, or cultural center. While cities can see gains by any of these, no one I know would ever visit a truly great city with their family and say, “Hey kids, Let’s go check out the Convention Center!”.

In a 1999 Dallas Morning News article titled “Planners choose roads over bikes – Supporters of Katy Trail , other projects dismayed”, writer Tony Hartzel, describes a $500 Million dollar bond proposal being reviewed by the NCTCOG board. By the end of the meeting, planners decided to trim $25 Million in projects to lower the overall cost of the bond. What got gutted? Bike projects in Plano, Fort Worth, Cottonbelt trail funding, funding to develop the Katy Trail and $1.5 million for pedestrian districts around 10th Street and Bishop Street in North Oak Cliff.

(Katy Trail. Photo by Rich Patterson)

We all know now that these items were later added back in, but the point is the $480 Million that was not being slated for removal were all related to road projects. What we also know is that the paltry $1.5 Million that went toward the Bishop Arts District did more for reviving and developing our community than any of the extremely expensive road projects from that same bond. And the return on investment reverberated throughout North Oak Cliff, helped spawn greater home sales, a string of small businesses, a larger tax base for our local schools, a safer block with more eyes on the street, a place for out-of-towners to visit and write home about, and most importantly, it gave the local community a place to enjoy and be proud of. Prior to these changes, the District had a tenth of the activity it currently has. The Katy Trail boasts the same return on investment, with a string of condos, and small businesses abutting its entrances, with names like Highland Gates at Katy Trail, and the Gables of Katy Trail. Open any brochure from a residency near the trail and one of the first things they highlight is the proximity to the Katy. On our Conventioneers and Visitors bureau pamphlets, the trolley is shown, with pictures of people eating outside at cafes, and joggers running down the trail. Conversely, you see no mention of the High-Five mixmaster, and no series of businesses with names like the Gables of North Central Expressway.

(Bishop Arts District. Flickr photo by David Kozlowski)

Now imagine, we’ve just set aside $400+ Million for a new Convention Center hotel, aimed at an out-of-town crowd only. For that same price, we could redevelop 260 small retail corridor’s just like the Bishop Arts District. Or better yet, we could rebuild 200 blocks, and then use the funds leftover to create a robust bicycle/streetcar network that connects them all. Between the Hotel option or Blocks + Infrastructure option, which promotes a city’s identity? Which embraces all people (local, out-of-town, old, young, families)? Which kickstarts small business? Which promotes health? Which promotes safety? Which increases the local tax base?

Investing in the community pays much greater dividends, and the costs are far less than any big-ticket item any developer could push through.

(photo from Copenhagencyclechic.com)

Thanks to everyone who came out and dressed up for the Terror on Two Wheels Group Ride this Saturday. Pee Wee Herman was the crowd favorite, and won the award for the day. Also, extra thanks to Alicia Pol of FMD for coming up with the theme, and Colin Clarke of 75208 for leading the ride. Here’s some of our favorite pics taken from some folks who attended and more are located on our Facebook event page:

Pee Wee Herman! photo by Lawrence Sutton

Pee Wee's Bike. photo by Lawrence Sutton

photo by Lawrence Sutton

Teletubby. photo by Maryam Gerling Salassi

Elliot and E.T. photo by Raul Bonifacio

photo by Raul Bonifacio

photo by Richard Wezensky of http://suburbanassault.org/

photo by Wendy Woodruff-Wezensky of http://www.tripledubimages.com/

photo by Wendy Woodruff-Wezensky of http://www.tripledubimages.com/

photo by Wendy Woodruff-Wezensky of http://www.tripledubimages.com/

photo by Wendy Woodruff-Wezensky of http://www.tripledubimages.com/

In our previous article, we challenged city leaders to set extraordinary goals and to think beyond what is currently the defeatist “Dallas is a car city” mindset. The above picture illustrates a comparison of attitudes towards Dallas city planning and Copenhagen city planning. You’ll notice Dallas looks like a moonscape filled with massive gray parking lots, and a perfect place to live if you happen to be a car. We also noted Danish planner Jan Gehl’s efforts to return Copenhagen’s streets to a people-first model, and specifically his successful Stroget project. To recap, the Stroget turned from an auto-centric street, to a pedestrian only in 1962:

Gehl’s ideas were shaped largely by the observations of noted author and architecture critic, Jane Jacobs, whose seminal book, “The Death and Life of Great American Cities”, was released in 1961. The key to the success of his projects was a gradual shifting of mode planning. Gehl strived to reduce parking each year by only 3%. Similar efforts to create pedestrian plazas in the US in the late 70’s often failed due to efforts to simply remove all parking in hopes that people would come out. The problem with this idea was that residents had no time to adapt to the changed environment, and quickly lead to several of these project’s failures. Along with the pedestrianization efforts of city plaza’s by Gehl, the city of Copenhagen also noticed a large drop in bicycle ridership. It hits its lowest point in the 1970’s, where city officials then took great measures to begin the buidout of a major bicycle infrastructure network. Due to these efforts, bicycling rebounded, and has now grown wildly in popularity:

The focus of efforts to increase ridership centered on building safe streets for all residents, from ages 5 to 85+. Gehl illustrates this point in the following slide from a recent presentation with his 85 year old mother-in-law:

In the end, city leaders were willing to take risks, and drop assumptions they’d built over time on how people wanted their city to look and feel. To contrast this split in planning, Dallas began its Downtown underground mall in the 1970’s, completing its vision to remove all signs of life from its streets.

Stroget Pedestrian Plaza, Copenhagen, Denmark

“Make no little plans; they have no magic to stir men’s blood…. Make big plans… aim high in hope and work.” Daniel Burnham, Architect of the 1893 Chicago World’s Fair

When Danish Planner, Jan Gehl, began his work to make the streets of Copenhagen pedestrian and bicycle friendly, what he heard most often from residents was, “We’re Danes, not Italians…We Don’t have a culture for walking”. Businesses along the now famous “car-free” Stroget plaza, claimed that their shops would be shuttered and everyone would desert the City center if no access was allowed for automobiles. Obviously, the changes they made have turned Copenhagen into one of the most livable cities in the world, but the idea of removing car lanes, parking, and more, originally brought nothing but defeatist predictions on the outcome, based soley on the idea that the culture simply didn’t exist…or if it once did, it had long since passed.

And how did they achieve such a status in a relatively short amount of time? Their city leaders were visionaries and didn’t settle for “just enough”. In all of my own advocacy within city meetings, townhalls, chambers, and more, I’ve been struck at how many people who have been placed in positions of authority, had the “Dallas just doesn’t do that” mentality. Fortunately, I’ve recently been heartened by a few that have decided to actually set goals beyond our own predefined boundaries like council members Delia Jasso, and Angela Hunt. I should note, it takes one extra trait beyond vision, and that’s courage. One has to muster quite a bit when putting ideas on the line, while knowing you’ll be taking arrows from NIMBY’s, C.A.V.E. people, and the very vocal “We Can’t” crowd.

So how do you challenge your community, and set out for the unimaginable? You set extraordinary goals. There are examples of this throughout the places we think of as “Great Cities”. Copenhagen set a goal to reach 50% bicycle ridership by 2015. Chicago set a goal to become the “Most Bicycle Friendly City in the United States”. Portland’s goal is to become the “Most Sustainable City in THE WORLD”.

If you strive for mediocrity, and miss your goal, then not only have you settled, but you might as well go home. On the other hand, if you set your vision far beyond what is currently imaginable (think: JFK’s moon challenge), then you’ve found an inspiring endeavor, and you stand the chance to make an entire community strive to its greatest potential. And even if you fall short, you’ve probably achieved much greater strides toward your goal than you ever would have previously, had you set out for “just enough”.

So our challenge to all city leaders is simple…set an unimaginable goal like “Dallas will be the most livable city in the World by 2020″, and even if we fall short, I don’t think anyone will have a problem with only being the “Eighth Most Livable City in the World.”