Ohio Bikeways - Bikeways Blog

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This blog serves as the Ohio Bikeways forum for encouraging discussion and education regarding bicycle and trail-related topics. It will cover a number of on and off road bicycle subjects including: traffic laws, advocacy, bicycle infrastructure and more.

If you are passionate about bikes and/or trails and have something of interest to say, contact us regarding a possible guest blog post.

An Important Holiday Message - 12/21/11

We'd like to thank you for visiting Ohio Bikeways. And to thank the many folks that have taken the time to email to say how much they enjoy and appreciate the website.

It's because of visitors like you, that visitation numbers at Ohio Bikeways have never been higher and continue to grow each year. We thank you and appreciate your patronage!

Giving Is Good!

This is the point where we're supposed to ask you for a donation. Well, we're not here for a hand out. But there is something you can do to help trail users that visit these pages. Let me explain...

If you've visited us in the past, chances are you know that Ohio Bikeways has been evolving and growing over the years. Your emails, along with the visitation stats, indicate that we're doing well. Perhaps too well.

We noticed a puzzling trend that appeared as we improved the website: While kudos and visitor numbers went up, user submitted trail updates and reviews went down. We scratched our heads at that one for a while.

We asked ourselves, is Ohio Bikeways a finished product? Is it that good? The answer is "no." We feel it's lacking most in user feedback. The day-to-day perspective from the trail that is so valuable to other users.

Without this user input, this resource cannot reach its full potential. So if you appreciate Ohio Bikeways now, imagine how much better it could be with more trail feedback from users like you!

Create/Share

Please help us improve Ohio bikeway coverage by becoming a contributor. Here's a list of things we need on an ongoing basis:

Bikeway construction updates on closings and detours
Trail surface condition and maintenance updates
New trail & trail extension reports
Photos for reviews that have none or need updated
GPX files for missing trail segments on the Ohio Trails map
Guest blogs, interesting trail stories and thoughtful reviews

Without healthy doses of user input, Ohio Bikeways can never be as content rich as originally envisioned. So explore the website and get what you need for your next trail ride. Enjoy the maps, news coverage, reviews and more. Then give something back from time to time.

Got nothing special to give? No problem. Send in some comments / impressions from your last trail ride. It's all good!

Happy Holidays!

Pete Medek

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Huron River Greenway Battle Part 3 - 11/25/11

(To start at the beginning of this discussion, go to Part 1.)

Ohio Bikeways: Tell us about some of the other dynamics that were in play during this time, like the local news coverage.

Steven Myers: Other factors include that the Sandusky Register newspaper, always supportive of the trail and the park district when they were winning, started taking the side of the property owners after the 2007 Supreme Court of Ohio case.

Finally, while the park district was without a director (he retired in August, noting his frustration with the legal fighting as a factor), the Register brought out a special section expose' against the trail. The reporter "discovered" all the stuff the CPPR has been saying for years on their web site. The reporter never used any information from Erie MetroParks -- if the reporter even bothered to ask for any.

Perhaps it was the reporter's political bent, or the paper smelling the anti-tax/government winds now. It feels like the paper went out of their way to poison the trail just to sell papers.

The Lorain Journal, having previously been anti-trail, has actually been very fair and informative of late.

OB: You'd mentioned to me that a 2.5-mile trail section will be left intact in Milan. How long is the northern section that will remain open? I'm trying to determine how many total trail miles will remain open and how many (previously) existing trail miles have been lost.

Myers: The northern section will be just over one mile long (about 1.3 miles according to an old railroad track chart). A short, undeveloped part of the right-of-way north of the current entrance will now be developed, providing a new trailhead that connects directly to River Road.

The southern trail I still don't know much about. I am waiting for the park district's official statement about it (where the new entrance/exit is, and how much of the former right-of-way was obtained, etc.).

An internal park document I was provided mentioned "2.5 miles" of trail. Whether this is the old railroad right of way or a combination of the rail right-of-way and other spur trails that have been formed in this area is undetermined. The document mentioned that a boundary will be established and a barrier erected along the old railroad, but also that an easement was given to the park district to provide an outlet along Riley Road, just north of the Village of Milan.

The park district also will obtain ownership of the last surviving former Milan Canal-era warehouse at the foot of Main Street. Erie MetroParks already manages the grounds of the Thomas Edison Birthplace, just behind and up the hill from the Greenway/warehouse. I can envision that the trails and the warehouse will be incorporated into the Birthplace grounds.

OB: Having worked for so long on this project, what is your take now that this is all finally wrapping up?

Myers: As much as my dream of a trail along the Huron River is now no more, I think the agreement they hammered out is for the best.

We still preserve some trail on either end and some of the historic Canal area on the south end. It effectively returns the Greenway to its extent in 2003.

I spoke to one of the park commissioners and he was happy that all the litigation was going away, that they could get back to being a park district again. Considering it could have all been lost, I am thankful we got this.

It may also open up other opportunities for us, such as extending the trail south to Norwalk and connect to the NCIT.

OB: If you were to do this again, what would you do differently?

Myers: If I had to do it again I'd be absolutely sure we could obtain the land, and (one more time) not go public too soon.

OB: Any final thoughts?

Myers: I am concerned with the fate of the historical markers, for which I had a hand in their design and purchase, being returned to the park district and erected in new locations.

Like it or not, I am relieved it is all over.

OB: Thanks for taking the time to answer some questions for us, Steven.

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Huron River Greenway Battle Part 2 - 11/18/11

(To start at the beginning of this discussion, go to Part 1.)

Ohio Bikeways: Was Erie MetroParks simply given bad legal advice regarding ownership of the trail corridor? Or was this controversy created by an overzealous park district or director?

Steven Myers: I don't think there was "bad" legal advice. It had been title searched several times and if there was clearly a problem I would not think the park would have gone through with it, or would have found another way to work it out.

But, controversy was driven by a determined former park director and board of directors members (now gone or deceased) vs. equally determined, well-heeled property owners that drove and financed the opposition.

The railroad felt they owned the corridor outside of the old Milan Canal route and that the original lease of the Canal property by the railroad was still in effect. This was upheld as such in an early appeal.

I felt from the beginning that the lease of the former Milan Canal to the railroad would be the biggest problem. At least one property owner had taken possession of a portion of the leased right-of-way before the park district's involvement (the portion that blocked the Greenway south of Mason Road). That portion was never involved in this whole fight but it turned out to be a key to the property owner's arguments.

However, the Court, in the appeal mentioned above, held that the old canal land was privately owned, and that there was a valid lease that was still in effect and that the park could continue to build the trail. The fight then became where the private property started, and the leased property ended.

This whole experience could really be a test case for study in law schools. It had every conceivable twist you could think of. It was an unbelievable legal maze that both sides got trapped in at times.

OB: Was any of the vandalism and trail damage over the years thought to be a part of the dispute?

Myers: The most serious vandalism, allegedly performed by adjacent landowners, was when a bulldozer actually dug up portions of the trail north of Milan in 2003. The trail there had not been developed or opened yet; but after the damage was repaired it was opened in an unfinished state, if only to keep eyes on it.

There were some tacks in park district vehicle tires and super glue in a lock at another time. Vehicles were occasionally parked on the corridor, and some were towed.

The major vandalism to the Kara Deering Overlook in 2005 was caused by juveniles and was not considered anti-trail. The opposing property owners group, Citizens for the Protection of Property Rights (CPPR), actually co-operated with the park district, sweetening the reward for those responsible--who were turned in and confessed.

Of course, the opposition pointed time and time again to when the park district cut down portions of wooden stairwells built down the hill from property owners' homes in 2002. These stairs were built before the railroad tracks were removed and were so close to the tracks that if a train ever went down the track, the locomotive would have taken them out. The park district offered to modify the stairs. but the property owners did not respond to repeated letters.

When it came time to start working on the trail, the park district removed them to the point where they no longer encroached on the corridor. I could understand why it had to be done, but I now wish they had not done it. It was a public relations disaster for the park district.

OB: Can you walk us through those ongoing attempts to settle this issue?

Myers: Settlements between property owners and the park district started after the 2007 Ohio Supreme Court decision. These were on the very north end and were fairly reasonable in cost because the lands weren't as attractive (i.e. not along the river) and these property owners weren't being influenced by the most vocal opponents, who had formed the "Citizens for the Protection of Property Rights (CPPR)."

But as they moved down the valley and riverside parcels came up for review, they started running into these more-firebrand property owners, or those who were being influenced by them. Appropriation actions would grow bigger and more expensive, culminating with the last property owner probably feeling they could either stop the trail or bankrupt the park district if they couldn't. These property owners would not abide with a trail, no matter what was offered.

The second and last purchase of a riverside parcel went to a jury trial and their attorneys were skilled in finding jurors who would suit their side. That jury awarded the property owner $130,000 for 6 tenths of an acre of land, with legal fees and other costs that could have easily exceeded $300,000. The park district realized that they were in jeopardy and would have to lay off people and cut programs that had nothing to do with the Greenway to pay for this. The last levy barely passed; and a protracted fight would not bode well for the next one.

OB: And now that the landowners have been given a hefty final settlement, when one factors in previous court and attorneys fees, as well as trail building costs, what is the total cost to local taxpayers?

Myers: The paper estimates over $3 million dollars cost to the park district, well above the park district's estimate of $1.7 million, not including the final settlements.

OB: When one adds the $1.935M final settlement to the park district's estimate, it totals $2.635M. Though there may be some disagreement here, we are beginning to approach the $3M reported in the local press.

Myers: Fortunately, only a small percentage of what was spent prior to the agreement was spent in the portion that will go back to the property owners. If this fight continued, the potential costs literally had no upper limit.

We wrap up this conversation in Part 3.

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E-Store Launched! - 11/11/11

By Pete Medek

Ohio Bikeways has opened its new e-store. Along with virtual maps and all the informational resources you've come to love and expect, we're now offering products as well!

Our e-store features one of the largest and most repected online retailers in the business, Amazon.com.

I have been shopping online for years and have probably purchased more goods through Amazon than any other single online source. Their selection is HUGE and their prices are frequently the best I can find anywhere.

Great selection on name brands at great prices is good news for us all. But Amazon's business model goes the extra mile and throws in great service ta boot!

Of course, nothing's perfect. Many years ago I remember being frustrated by a "third party" seller experience with Amazon. As I recall, most of the items on one particular order were coming directly from Amazon, so no problem. But another one or two were coming from a different seller that was partnering with them. Well, I didn't find out until after my purchase that these other items were "out of stock." And I couldn't find any way to opt out of those purchases, so I could try to find them in stock somewhere else. I was not happy.

I had a similar transaction with Amazon more recently. This time it was made more clear which items were coming from Amazon and which weren't. And I was provided info on availability and shipping on the third party items. I had no problems at all.

As I said, nothing's perfect. But Amazon.com continues to strive to improve the way it conducts business. I admire that.

Recent Website Changes

Along with the new store, we're also launching a FAQs page this week. The questions have been taken from the last year and represent the most recent queries to Ohio Bikeways.

Last but not least, we've moved the 'Trailside' section. Since the e-store was given a new spot in the header menu, the trailside articles were moved to the Main and Review pages margin menus (left-hand column). They are listed as 'Articles' there.

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The HRG Battle: A Closer Look - Part 1 - 11/4/11

By Pete Medek

Kara Deering Overlook

In September it was reported that the 15-year feud between Erie MetroParks and affected landowners along the Huron River Greenway had come to an end.

The trail manager, Erie MetroParks, had thrown in the towel and agreed to pay the landowners $1.935M. As part of the settlement, part of the existing greenway would be closed. (Read the full article.)

We're taking a closer look at this long-running dispute. Hopefully we can learn some lessons from a battle that strained the relationship between a local parks board and its residents and siphoned off local taxpayer money in legal fees and settlement costs.

I contacted Steven Myers, who had been involved with the trail project and had managed a website about the trail.

Ohio Bikeways: Thanks for joining us, Steven. Can you tell us how you became involved with the trail project and the role you played?

Steven Myers: In 1988, when I had first learned about rail trails, I wrote a letter to the then-director of Erie MetroParks and told him that the railroad track between Huron and Milan would be abandoned before long, and that it would make an excellent trail.

In 1991 I obtained permission from the railroad to walk the right-of-way and invited the director, someone from Rails-To-Trails Conservancy and the public to walk the right-of-way on April of 1991.

This might have been my first mistake, going public too soon. When I made a presentation before the park board later that year; the meeting was filled with angry property owners. This was at a point when nothing but a walk of the right-of-way had taken place.

The same thing happened when I called a meeting to form what became the non-profit Huron River Greenway Coalition in 1992; angry property owners outnumbered those interested and literally shouted most supporters out of the room.

Fortunately, I gained the support of Jody Lee Ritter who encouraged me to continue my efforts and we formed the Coalition. We continued to work in public and private and, in 1994, the Erie MetroParks Board of Park Commissioners adopted the project. While we were in their corner, they did most of the fighting.

OB: I can appreciate that in hindsight you feel the concept was taken public too soon. But at some point it does need to be presented to locals for their input.

Generally speaking, trail projects are developed in communities that embrace the concept. That's not to say that literally everyone is on board. But by your description of those early meetings, it sounds as if locals were more opposed to the trail than in favor. If that was the case, why did you continue to pursue this project?

Myers: I was convinced this project had merit and felt that if I put the right information out there, that it would gain support, not only among the public but among the adjacent property owners.

We quickly got over 100 members in the Coalition from our membership brochures and publicity. In surveys; at least one commissioned by the park district and another conducted by a university, trails in general and the Greenway in particular were supported by large margins.

OB: Tell us more about the land dispute and why the park district gave the green light to this trail project.

Myers: I thought the most important property owner to deal with was the railroad that owned the corridor. So did the park district who received a quit-claim deed from the railroad for land supposedly not part of the Canal lease.

However, many of the adjacent property owners were of the belief that it became their property as soon as the trains stopped running. Both the park district and I could not find any evidence that the railroad signed over property to any more than one or two property owners.

Initially, the park district was winning in the courts. I don't know when it turned, or how it turned, but the opponents finally came up with a winning argument. Once they got the courts on their side, they could ratchet up the battle as much as they needed to.

OB: How many times did this go to court?

Myers: I have copies of 7 state court cases and their associated appeals in a folder in front of me. Only the first one against Key Bank had the Board of Park Commissioners as plaintiff. The remainder were filed by property owners as plaintiffs and the park board or director as defendants. They had all been upheld for the park district except the final one, the "2007 Supreme Court of Ohio (SCO) decision" that ordered the park to pay affected property owners.

There were 3 federal cases, two that were held in abeyance pending the outcome of the state court cases. After the 2007 SCO decision, these cases were re-opened but had not been adjudicated yet. A third federal case was opened earlier this year by the property owners who were shut out of another SCO case by not filing in time. These three cases were dropped as part of the final settlement.

[Go to part 2 of this interview.]

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How NOT To Spoil A Great Trail Ride - 9/25/11

By Pete Medek

We finally posted a review of the Alum Creek Bikeway this week. Long overdue, you say? Yes, most definitely.

I'd been refraining from exploring the trail until it was nearer completion. Building a 22-mile bikeway through a metro area is a long, slow process. Building one that has no established corridor to follow -- like an old railway bed -- is tougher yet. In fact, it's hard to imagine a much more difficult scenario for trail builders.

All the effort and expense will hopefully produce an important trail corridor that will be around for a long time. At this time, two small gaps totaling 1.6 miles are all that remain to completing the trail.

Inadequate Signage

[My visit to the trail rekindled a pet peeve of mine: inadequate trail signage. While the Alum Creek Bikeway may be the whipping boy in today's blog, bear in mind that the majority of Ohio trails typically fail in this regard at the present time.]

Excellent Sign Strategy

The efforts to clarify navigation along the Alum Creek Trail are both encouraging and disappointing. The existing signs show destinations and distances. The proverbial 'You Are Here!' maps give a larger perspective for mapless riders. This is worthwhile and done very well.

But the ball gets dropped for riders on the main bikeway. The signage doesn't allow new visitors to cruise by spurs and connectors fully confident of their direction of travel. And that's unfortunate, especially when you consider the money already spent on clarifying navigation.

Sign of Confusion

The current signs may provide enough clues to figure out these confusing junctions. Perhaps all I needed to do was stop at every spur and look at the signs that were welcoming users from different directions. Signs that were facing away from me! But I had no interest in that. I wanted the information presented as I rode along, not as a puzzle to slow me down unnecessarily.

I'll admit that I'm spoiled. I'm used to highway exit signs telling me everything I need to know about turn off options. Even residential roads that branch off or intersect with the lane I'm traveling on reveal different names, clearly distinguishing themselves. Is it so hard to sign a trail to accomplish the same thing?

No. We can fix this... quite easily, in fact. The trail already has most of the needed signs in place. Now it's a just a matter of adding the missing element.

A Simple Fix

Trails offer the opportunity for elegant, simple solutions. Like this one: Why not distinguish the main trail with an identifier? Paint a bold "ACT" (Alum Creek Trail) or "ACB" (Alum Creek Bikeway) onto the main trail surface near any spur junction. The paint grabs your attention, as signs do, and should be equally effective.

Arrows Could Serve a Dual Purpose

Or, existing markings could be used instead. As I was riding north from Three Creeks Park, I began searching for easy clues that might keep me on the main trail. I noticed that initially, directional arrows were painted on the main trail near spur junctions. Thinking this may have been done deliberately to distinguish the main trail, I began following them. Unfortunately, the pattern was later broken.

It's understandable that most locals have no navigation woes on trails on or near their home turf. They know the area well and have no need for signs. As a result, many bikeways leave them out because they miss the obvious, the visitor's perspective.

However, paying someone to design signs (and workers to install them) should produce acceptable results for all users. Theoretically they're paid to do a proper job, so some thought should go into the process, no?

Attention Metro Parks! I'm available as a consultant to solve your trail signage woes. Drop me a note and I'll bring your trail navigation system up to par with the high quality trail and bridge infrastructure that's already in place. (Or, you could use a simple identifier as already mentioned and be done with it.) Trail signage should complement the Alum Creek Bikeway and enhance the user experience, not detract from it.

Today more people are beginning to view Ohio bikeways as the alternative transportation routes for which they were intended. Isn't it high time we signed them accordingly?

The Holmes County Experiment: How Practical Are Twin Trails? - 8/31/11

By Pete Medek

On a recent ride I made an out-and-back pass along the finished 15 miles of the Holmes County Trail. It was interesting to note how the twin trails are being used by cyclists and horse-and-buggies.

For those of you that are unfamiliar, much of the trail actually consists of two side-by-side pathways, one for bikes and another for horse-and-buggies.

The completed section of the Holmes County Trail extends from Killbuck north to the county line where a single trail (that does not allow horses) continues into Fredericksburg.

The two side-by-side trails are about 16' in width, creating a wide berth for users. The design was intended to give horse-and-buggies a separate trail. The asphalt surface was given a thin chip-n-seal coat to help protect against wear from horse hooves.

Now that the twin trails have been in place for several years, one might ask, "How well is it working?"

Cycling Mode

Cycling was the primary mode of transport on the Sunday I visited. Most oncoming riders gave me an unusually wide berth by moving completely off the bike trail and onto the buggy path to pass by. I found myself overtaking riders in the same way. I'd swing wide onto the buggy path, rather than call out a warning and pass in closer proximity on the bike trail.

As a result, riders were all over both trails. (I found myself following a smooth wheel track on the buggy path for a few miles as well.) This didn't pose any problems as there is more than enough room on both trails to yield to buggies and peds, when necessary. It felt like a more freestyle type of trail travel.

Although travel on traditional trails is pleasant and doesn't feel restrictive, you are generally staying in one 4-5' wide slot along the right-hand side of the pavement. The extra room afforded by tandem trails creates a more open feel as you travel.

Horse-And-Buggy Travel

As previously mentioned, part of the original concept was to give horse-and-buggies their own trail. By giving other users their own path as well, the buggies travel unimpeded and surface wear is confined to one trail. But is it?

Well, not exactly. Though the center of the buggy path shows the most wear from hooves, similar wear (to a lesser degree), as well as horse droppings, can also be found on the bike trail in some areas. Are these simply a consequence of two buggies passing each other on the trails? Perhaps.

Killbuck, OH

And perhaps the freedom of space feeling that cyclists experience is also shared by buggy drivers, despite the large white letters affixed to the bike trail that read, "No Horses This Side." If that's the case, the surface wear issue may become more of a maintenance cost than originally thought.

The building of the Holmes County Trail has already taken hits from the economic downturn. The newest trail segment, in Killbuck, is essentially 1 trail wide, despite the "No Horses" paint suggesting otherwise. Resurfacing costs are high, and while chip-n-seal tactics may be adequate for the buggy path, it would not be welcomed by road bike riders on the bike trail.

As this is the first trail in the country to use the twin trail concept to accommodate buggies, it will be interesting to see how trail use continues to play out on the Holmes County Trail in the years ahead.

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Trails: A Waste Of Taxpayer Money? - 6/6/11

By Pete Medek

A popular criticism levied against trails is that they are a waste of taxpayer money. Oh, really? Funds completely wasted, like that $15 you advanced little Billy to mow your lawn and he never showed up? That was a waste, I agree - you got nothing for your cash.

Trails, however, give a lot in return. They provide recreation and transportation avenues for local residents and help youths get to school or the local park more safely. They also bring tourism revenue to communities. For people that use them regularly, they build better health and save users real dollars in transportation costs.

Trail Demand

In fact, these "wasteful" trails are used to attract young professionals and improve the quality of life in communities all across our state. They are regularly included in city and township bike plans. Isn't it an incredible injustice that all these communities are clamoring for such waste?

Typically, those that don't use trails only see the recreational aspect.

Big Government = Real Waste

Our government is growing larger all the time. And as it does so, it creates layers upon layers of red tape. The bureaucratic quagmire that results is the farthest point from lean and thrifty that a governing body can be. As a result, virtually everything it does is unnecessarily complex, extremely expensive and frequently wasteful. And, yes, that includes how it builds roads and trails. But that's small potatoes.

Let's look to the king of waste, Uncle Sam, to show us how it's done. In this 2009 article, 50 examples of government waste are listed. Here are a few:

The federal government made at least $72 billion in improper payments in 2008.
Washington spends $25 billion annually maintaining unused or vacant federal properties.
Washington has spent $3 billion re-sanding beaches -- even as this new sand washes back into the ocean.
More than $13 billion in Iraq aid has been classified as wasted or stolen. Another $7.8 billion cannot be accounted for.

That's billions with a capital "B" and this is just a sampling of how Uncle Sam handles your money on a regular basis. That's real waste -- like hiring little Billy, only on a ridiculously grander scale.

Value For The Money

Trails cost considerably less than roads to build and maintain. When properly constructed, a trail surface typically lasts years longer than a road surface that's subject to heavy automobile and truck traffic.

Trail costs are often deferred by volunteers, private funding and in-kind donations by the communities that value them. A good example is the Friends of the Little Miami State Park volunteers that help maintain the Little Miami Trail. These volunteers mow, remove downed limbs, fundraise and do whatever is necessary to keep their trails open for use. In recent times, more trail groups have begun to follow this model, while others have done so for many years, in one form or another.

Another impressive example is the 13.4-mile Kokosing Gap Trail which was built, resurfaced and is maintained by private funding and the tremendous work of its volunteers.

For comparison sake, what do drivers do for their precious roads? Maybe pickup some litter?

Anyone who is genuinely concerned about the waste of taxpayer money in this country should start by doing their civic duty to chop down the size of government. Vote out any and all representatives that perpetuate the status quo. It's leading this country down the path of financial ruin.

Or perhaps I'm mistaken. Maybe it's our investment in bike infrastructure that's really doing that.

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Learning To Ride My Bike… Again - 5/19/11

By Pete Medek

The cold, wet and longer than normal spring season has hampered many Ohio cyclists on their road back to top form and fitness -- myself included.

Currently I’m preparing for a 2-day endurance ride later this month. To get ready I’ve been increasing the miles on my long rides and throwing in a bit of higher intensity training during the week. I’d done a few hill climbing workouts on the trainer earlier in the season, but it was time to do them on the road, especially since hills would be a part of the 2-day ride.

So off I rode to get the legs used to climbing real pitches, instead of those on a stationary machine with the front wheel propped up by a couple of old phone books.

The strategy was to get a full warm up and spin easily between climbs to keep the legs fresh and the heart rate down between vertical efforts. The pitches and lengths of the climbs would vary, but most were stacked into the first half of the ride, so I would be fresh and ready to climb.

The first few climbs went ok, but I didn’t feel particularly good. On the first moderately long climb (moderate pitch), I stayed planted in my granny gear and crawled up to a false flat roughly in the middle of the climb. I noticed that I was suffering and couldn’t spin up my small gear. I’m no climber, so the suffering was familiar territory. But when I’m fresh, I can spin up most climbs in my area, barring the steeper pitches (none of which I was tackling today).

After a bit of respite between climbs, it became clear on subsequent slopes that my climbing legs were AWOL.

I’d been babying my legs and lungs between climbs and only riding (or attempting to) a steady climbing tempo, yet I was toast. My mind searched for answers, “Am I tired? Was that ride yesterday harder than I thought? Is my climbing fitness light years behind my base fitness? What’s going on here?”

I took a snack break and thought back to a similar experience I’d had last season. I’d purchased a new road bike and dialed in the geometry for a very comfortable riding position. But whenever I tried to climb, I had no power. After moving the seat ever so slightly forward, suddenly I could climb again!

We all have different physiques and riding styles, particularly on climbs. Some like to sit way back in the seat and drop their heels and power over the top of the pedal stroke, ala Jan Ullrich. Some, like me, like to slide forward on the saddle and force the pedals down to spin them up using a quick downstroke. Others may have a rounder pedal stroke and/or sit more in the middle of their saddle.

The bottom line is, if you spend enough time on your bike and put in the miles, you’ll eventually find the most efficient pedaling style for your body type.

Thinking back to my poor saddle position from the year before, I wondered, “Could I be making that same mistake again?! I got back on the bike and eventually rolled up to one of the last climbs of the ride. I moved forward on the seat and started to punch out the downstrokes. My spent legs suddenly came back to life as I methodically churned over the climb.

Once on flat terrain again, I slid back on my seat, but not all the way back. I had a hunch to try. I settled my hands over the brake hoods and watched as my speed and cadence moved slightly higher than earlier in the ride, while my heart rate dropped down a bit. My spin felt more effortless now and a smile came back to my face. I would finish the ride feeling strong, not spent.

Just getting out to ride, run or walk is a good thing. But always remember to utilize the efficiency you’ve perfected over the years to make your outing even more enjoyable. So if you’re having a bad day on the bike, remember to check your position and technique. Perhaps, like me, you forgot how to properly ride your bike!

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Bike Boxes - How Well Do They Work? - 5/10/11

By Pete Medek

For the record, I’m all for bike infrastructure that improves safety and travel for cyclists on the road. I find many of the newer concepts interesting and admire those that are working diligently to create and improve upon them.

But the real test for any design is how well it works in practical terms, not just in theory. That brings me to today’s topic: bike boxes. How well are do they work?

The obvious disadvantages of bike lanes are the notorious “right hook” and the dilemma a cyclist faces when trying to turn from a lane on the far side of the road. In other words, traditional bike lanes can make intersections a nightmare.

The bike box is intended to help eliminate these problems at intersections. The idea is to allow the cyclist to move to the head of the line at a stoplight. Here he is more visible to make a safe turn in either direction, or simply continue riding straight through the intersection.

In theory (and demo videos) it all works smoothly. And I must admit, I’ve never encountered a bike box on the road to try out myself. But after mulling over the concept and design, I have a few doubts.

To my knowledge, the bike box consists of pavement markings and signage. So the cyclist has no warning as to when the light will change. (Unlike the flashing hands that peds see that warn them to clear the crosswalk before a light change.) So, visualize our friendly neighborhood cyclist rolling up alongside cars stopped at a light about to pull in front of them to enter the bike box when – oops -- the light suddenly turns green at the worst possible moment.

Whatever type of driver one considers, it’s not likely to be one that is looking for a cyclist approaching from the rear and making a short turn in front of them just as they’re stepping on the gas.

And what happens when the light is green and there is no opportunity for cyclists to slide into the bike box ahead of traffic where they can be more visible? If they continue on in the bike lane, they are just as vulnerable as if the box didn’t exist.

And a final point concerns large vehicles like buses or box trucks stopped at red lights behind (hopefully) bike boxes. I’m cycling up from the rear in the bike lane and am trying to determine if the box at the approaching intersection is full of fellow cyclists or if the truck at the light has left room in the box (as opposed to stopping on top of it). I have to commit myself by riding up alongside the truck and hoping it has left a spot for me. If it hasn’t, I’m stuck in the worst possible position before the light change.

So, to summarize the potential problems I see:

The inopportune light change
The green light / stay in the bike lane scenario
Trying to determine if the bike box is clear as one approaches

The bike box concept, as I see it, is simply trying to integrate cyclists back into the traffic lane prior to them entering the intersection. That’s a worthwhile goal. I’m just not sure the box is the best approach.

One obvious improvement would be to create a warning just prior to the light change to eliminate one of the dangers. A flashing red light could warn the cyclist that it’s about to go green. But that may also encourage impatient drivers to start into the intersection a bit early.

A better solution may be to integrate cyclists into the lane prior to the intersection stop line, rather than once there. Imagine a bike lane that dissolves before an intersection, then reforms again after. The advantages to this strategy are worth considering:

No light change issue
No issues with a full or obstructed bike box
No being stuck in the bike lane on green lights
Integrates cyclists into traffic lane both in front of and behind cars (more slots for more cyclists)
Configuration is less confusing than bike box (in my opinion)
Cost is minimal compared to $10K green bike box

It might look like this –

diagram

Note that the diagram is only a concept and would need to include markings or signage that informs drivers that cyclists are merging to use the full lane.

Vehicularists may be screaming, “Just ride in the traffic lane and forget the bike lane!” I agree that on some streets it’s better to put down some sharrows and ask everyone to play nice. On others, it doesn’t work so well. As with most good designs, it’s all in the details. What is the lane width? What about traffic flow? Speed limit? Sight lines? On-street parking allowed? Bike lanes definitely have their place and encourage more people to ride. The trick is to eliminate their shortcomings.

And in that regard, the bike box is a good start. Now let’s continue to improve on it or devise something better.

How well do you think bike boxes work?

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Q & A With Dan Rice, CEO, Ohio Canalway Coalition - 4/27/11

Daniel M. Rice is the President and Chief Executive Officer of the Ohio & Erie Canalway Coalition, headquartered in Akron, Ohio.

"...Since 1994, Mr. Rice has worked with over 100 community partnerships and raised over $25 million in development funds for the preservation of historic structures, the development of the 101-mile multi-use Ohio & Erie Canal Towpath Trail and the conservation of natural resources along the Ohio & Erie National Heritage Canalway." (Read more of Mr. Rice's bio here.)

He was kind enough to take some time from his busy schedule to answer some questions for us.

Ohio Bikeways: For those not familiar with you or your work, tell us a little about yourself and how you became involved with the Ohio & Erie Canalway Coalition.

Dan Rice: I have been with the Ohio & Erie Canalway Coalition since 1994. Our organization promotes the interpretation, development and conservation of the natural, historical and recreational resources along the Ohio & Erie Canal. We work with over 150 public/private partners on a variety of regional resource conservation projects including the popular 101-mile Towpath Trail, 110-mile Scenic Byway, implementation of the Summit County Trail and Greenway Plan and the Tuscarawas County Trail and Greenspace Plan. Through our community collaborations, we have developed 82 of the 101 miles of the Towpath Trail and stimulated over $300,000,000 of community and economic development along the Ohio & Erie Canalway from Cleveland to New Philadelphia, Ohio.

My involvement with the organization started as a volunteer Board member in 1990, and when the organization decided to hire professional staff, I became the first employee in 1994, and I have been with the organization since then. Currently, we have 4 full time and 1 part time employee. Some of our recent projects include the restoration of the Richard Howe House, the former home of the Engineer of the Ohio & Erie Canal, in downtown Akron, restoration of the Limbach Buildings in the Village of Clinton and the purchase of canal lands in Tuscarawas County.

OB: Do you cycle? If so, are you a roadie or trail rider?

Rice: I ride on both the roads and trails. However, I prefer to ride on trails.

OB: What's your preferred method of travel along the towpath?

Rice: I enjoy hiking and bicycling on the Towpath Trail. Both modes of transportation are great ways to experience the unique natural and historical resources of this outstanding regional legacy project.

OB: Finishing the northern end of the towpath is a complex puzzle that’s slowly being pieced together over many years. Is the picture any clearer today as to exactly where the trail will go and end, and when that might happen?

Rice: Yes, the route of the Ohio & Erie Canal Towpath Trail from Harvard Avenue to Canal Basin Park is defined, and the local partners are working on the final design and development of this important linkage.

One of the great challenges of developing the Towpath Trail in our urban areas is that the original canal resources are gone, and we need to define a route through an industrial and urban landscape. We are very fortunate that our local partners, including the City of Cleveland, Cuyahoga County government, Cuyahoga County Engineer, Cleveland MetroParks and Ohio Canal Corridor are working hard to complete this important and critical linkage.

OB: Can you hazard a guess at this point as to when the towpath might be completed in Cleveland?

Rice: The goal is to have the Towpath Trail completed by 2020.

OB: Summit and Stark Counties expect to complete the trail within their jurisdictions soon. This will essentially complete the trail with the exceptions of both ends, north and south. What other progress can trail users look forward to in the next few years?

Rice: Through the leadership of the City of Akron, Metro Parks, Serving Summit County, and Summit County Government, the Ohio & Erie Canal Towpath Trail will be completed through the City of Akron and the City of Barberton by 2012. Currently, construction is underway on these critical sections.

We are working with our partners in Tuscarawas County and we recently submitted a grant application to the State of Ohio for development of the Towpath Trail between Zoar and State Route 800.

With the continued support from the Tuscarawas County Commissioners, Tuscarawas County Park Advisory Committee, City of Dover and City of New Philadelphia, our shared goal is to complete the Ohio & Erie Canal Towpath Trail in Tuscarawas County by 2020.

OB: News regarding the Bolivar trail section has been hard to come by. There have been reports that the trail will be routed through town, so local businesses can take advantage of the tourism factor. Can you shed light on how much of the original towpath route will be used in the Bolivar area?

Rice: Yes, you are correct. Our local partners in the Village of Bolivar decided to develop the route of the Ohio & Erie Canal Towpath Trail through the downtown business area so trail users will be able to take advantage of these trail amenities.

The original prism of the Ohio & Erie Canal and Towpath Trail is visible and some sections of the historic resource remain between Interstate 77 and the Village. The route of the Towpath Trail will parallel this historic resource and connect to Fort Laurens, where the Towpath Trail connects to the Village of Zoar.

OB: Is there a definitive southern endpoint for the towpath trail at this time? Or is it a matter of whether communities further down the line show an interest in being a part of the project?

Rice: Yes, the current southern terminus of the Ohio & Erie Canal Towpath Trail is Waterworks Park in the City of New Philadelphia. We would like to get to Lock 13 and the turning basin on the south side of State Route 250, since that is a historic resource.

For the time being, we will utilize an existing recreational resource in the City of New Philadelphia, which is an excellent trailhead for the Ohio & Erie Canal Towpath Trail.

We have a couple of events to kick off 2011 including:

Healthy Steps, a walking health and wellness program that is free and encourages folks to hike along the Towpath Trail, April 15
FIRSTMERIT Towpath Trail Century Ride, May 14-15, 2011. A group of bicycle riders will ride the entire length of the Towpath Trail to raise much needed funds for the development of the Towpath Trail.
Cargill Canal Clean Up, May 6th. Join Cargill employees as we clean up the banks of the Ohio & Erie Canal and along the Towpath Trail.

For more information, please visit our website at www.ohioeriecanal.org.

OB: For those that may wish to make a donation to the towpath project, what's a simple way for them to do so?

Rice: Individuals can visit our website, ohioeriecanal.org and make a contribution to our organization via Paypal, join us as a member and receive our quarterly newsletter, invitations to our events and receive our bi-weekly e-newsletter.

For more information about our organization, please call us at (330) 374-5657.

OB: I appreciate your taking time for this interview. Thank you.

Rice: Thank you and take care.

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Part 3: Bike Scofflaws & Laws & Education - 4/17/11

By Pete Medek

[To start at the beginning of this topic, see Part 1.]

The oftentimes competing behaviors between drivers and cyclists produce an environment that too frequently results in finger-pointing and the labeling of villains. I’ve joined the mud-slinging as well, putting the black hats on prejudiced drivers. Sorry folks, but hatred directed against a person or group simply because they ride a bike on the road is wrong. So is vilifying a driver for owning a big SUV... unless you don’t believe in freedom of choice, of course. (In this case, freedom of transportation choices.)

Time now to make some sense of these competing behaviors. Let’s look at the bike lane placed in the door zone on a typical street. Some of you are already raising the red flag at this dubious placement. But this example illustrates how complete streets differ from traditional ones that try to include cycling infrastructure as an afterthought or add-on. Indeed, traffic planners don’t always get it (bike infrastructure) right.

It starts with the drivers parking their cars. Will they look out for cyclists before exiting their vehicle? As a general rule, many of us are less mindful and more distracted these days. Many will forget to look before flinging open the driver’s door.

Sharrows: A Better Option on Traditional Roads

The potential victims in this case, cyclists, are familiar with this behavior and compensate accordingly. If they feel there’s enough space, they may ride along the far left edge of the bike lane to avoid getting doored. If space is not adequate, or cyclists aren’t sure, they are likely to ride with traffic and ignore the bike lane.

Unfortunately, inexperienced cyclists may perceive the bike lane as a safe haven and ride there without giving thought to the potential hazard. (One could suggest they are not being mindful as well by not considering an obvious hazard.)

The final link in this chain is the drivers who encounter the cyclists ignoring the bike lane and riding in the road. Seeing the bike lane going unused, they may feel that:

Cyclists are deliberately not using established infrastructure designed for them
The time and expense for creating the lane is wasted taxpayer money
Cyclists are breaking the law by not riding in their designated space

In this example, what appears to be scofflaw attitude is in fact self-preservation at work. That’s not to say that all bike scofflaw behavior is justified. Nor is passing a cyclist in your car without leaving a safe buffer zone. But that is also a common practice.

Fortunately, laws are being drafted with these behaviors in mind. After all, they establish the real dynamics of what’s happening on the public tarmac.

The 3-Feet Law is becoming more popular since drivers routinely brush by cyclists at close quarters.

Texting-while-driving has become routine enough for many cities to ban this practice of dangerously, distracted driving.

The really interesting laws deal with catering to the cyclists behavior on the road. The Idaho stop is one example.

But new laws take time to develop and implement. And once they're on the books, compliance and enforcement are not guaranteed. So how does one approach this behavioral conundrum? Education.

While many cycling advocates believe "driving" your bike like a vehicle is the best educational approach, [Some of these advocates also oppose trails.] I disagree. Education can change the dynamics on the road, but not when it's directed primarily at those at the low end of the pecking order. Until all road users are better educated on how to share these public corridors, you won't find many cyclists there.

Until 'Share The Road' was launched in recent years, virtually no such effort existed in this country to better educate drivers regarding bikes on roads. It's no wonder that road cyclists have been vilified for decades. Perhaps more of this "in your face" marketing (signs, sharrows, etc.) will prove to be effective and go a long way to changing antiquated, adverserial behavior. It's certainly a good starting point.

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Part 2: Bike Scofflaws & Drivers Against Bikes - 4/10/11

By Pete Medek

[To start at the beginning of this topic, see Part 1.]

Before I delve into the psyches of drivers and cyclists, let's clarify a few points and perhaps dispel some myths:

"Drivers also break traffic laws (see video). I won’t waste time on who is more expert at this. It serves no useful purpose.

Sometimes offenders are policeman that either don’t like cyclists (video) or don’t know the law (cyclist tasered in Ohio), or perhaps both.

In many cases where a cyclist is injured or killed by an automobile, the legal system delivers justice by handing the driver a traffic ticket. While cyclists are sometimes ticketed for ‘taking the lane’ in a legal manner, in order to ride safely on the road.

These last two examples help forge the mindset of many roadies. They realize the legal game is often played against them. And the lack of legal repercussions for taking them out (dooring or running them over) only emboldens many drivers, thereby making the almighty automobile even more threatening and dangerous. The roadie quickly learns that the golden rule on the road is survival. Traffic laws are secondary at best, for some. Not even on the radar for others.

The driver’s perspective is easier to understand. After all, most of us log more miles driving than riding. And we've spent time sitting alongside those that demonstrate their attitudes and skill (or lack, thereof) while driving.

For many, their real beef is that they wish to buzz around in their cars and trucks as quickly and as unimpeded as possible. Anything that interferes with that plan is a pain in their neck, including: orange barrels, detours, traffic jams, farm machinery, rising fuel prices, and of course, the beloved cyclist.

When drivers scan the roadscape to assess various obstacles in their path, they begin to rationalize: The orange barrels are a plague, but at least the road will be fixed, so it serves my needs. The traffic jams are a pain, but there’s nothing I can do about infrastructure. The idiot traffic planners didn’t design a proper system / didn’t build enough roads. Farmers, well, their hay wagons and combines are usually on country roads and I suppose they have a right to earn a living and grow my food. High gas prices are the government’s fault due to their allowing us to become slaves to foreign oil. Nothing I can do there but pay through the nose. But cyclists, ho ho! They have no right, reason, excuse or need to be on my road. Get them the hell off!

These rationalizations speak for themselves. But a key difference here is that when it comes to cyclists, many drivers become irrational.

Bike Advocate: You know, cyclists are legally permitted on roads.
Driver: I don’t care to acknowledge that. They don’t belong there.

BA: Cyclists do commute to work and school.
Driver: Don’t care; find another way without spending taxpayer money on another bike path. Ride on the sidewalk.

BA: That’s illegal in many places.
Driver: Don’t care; cyclists don’t obey laws anyway. They can take their spandex butts to the sidewalk.

BA: Not all roads have sidewalks.
Driver: Are you stupid or something? Don’t you get it? I DON’T CARE!

These attitudes are not uncommon. They are “an irrational attitude of hostility directed against an individual, a group, a race, or their supposed characteristics.” Sound familiar? That's right, prejudice, in all its glory. For those bike advocates that seek to change these attitudes, I wish you well. But fully understand what you are up against.

Now, let’s take a guess at how many drivers on our roads today share these opinions – 10%, 20%… more? Considering the large volume of auto traffic on many roads, even 1 in 10 would be a crushing number for cyclists that have to deal with these drivers.

But there’s more. Technology has pushed distracted driving numbers to record heights. So, let’s factor in “good” drivers that are no longer paying proper attention on the road. Then toss in drivers with bad or eroding skills due to advanced age or other factors. Only then is the picture made clear regarding this public “survival zone” that challenges cyclists on a regular basis.

When one views this big picture through the cyclist’s glasses, it’s not hard to fathom why many pay little attention to traffic laws. But remarkably, some bike advocates still don’t get it. Are they idealists? Perhaps. Realists? Perhaps not.

So, now that we’ve examined attitudes, let’s look closer at the dynamics on the road. And the behaviors that determine riding practices and how laws are being drafted to accommodate them.

I'll sum things up in Part 3.

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Part 1: Bike Scofflaws & Breaking The Law - 4/4/11

By Pete Medek

I felt it was time to take a look at a hot topic: bike scofflaws. You know, those evil law-breaking cyclists that supposedly snub society -- especially drivers -- in their quest for anarchy on roadways and sidewalks across the U.S. They run lights and stop signs, ride on sidewalks and cycle against the traffic on roadways. They are incorrigible and must be stopped!!

Surprisingly, some bike advocates join in and pile on these supposed "rogue" riders in an effort to convince them to toe the line, respect all traffic laws, set a good example and perhaps not give the haters more to scream about. This misguided attempt demonstrates a flawed premise: that strictly following traffic laws will improve cyclists' safety and relations with drivers on the road. In a utopian society where everyone is looking out for each other and holds the law in high regard, that should work. Unfortunately, our society does not qualify.

For decades cyclists have been vilified on U.S. roadways. They have been buzzed, screamed at, targets of hurled projectiles and even deliberately run over. Many drivers have made it clear that they have no tolerance for cyclists, do not want to see them on the road and feel that they do not pay equal taxes (presumably because drivers that don't cycle buy more gas and pay more gas tax).

You'd be hard-pressed to find a more widespread, open prejudice in this land than the one against road-riding cyclists. That's right. Think about it. The anti-bike fervor is so great in this country that many make no attempt to be politically correct about it. In fact, they proudly extol their beliefs online and on the radio that bikes do not belong on roadways. Check the comments section on most any article on the subject of bike and car conflicts. The bike bashers unashamedly swoop down, like vampires to fresh blood.

I got news folks; the law is not the gold or universal standard here that idealists would like you to believe. If it were, the bike-haters wouldn't have a leg to stand on. For you see, bikes are legally permitted on most roadways and that is a law that many drivers have absolutely no use for. So much for common ground among law-abiding citizens.

The underlying (real) issue here is one of differing attitudes and their respective behaviors and the prejudices that can result. Not necessarily what's wrong or right (that can vary widely), or even legally correct. I'll take a closer look at these differing mindsets of bike "scofflaws" and anti-cyclists in part 2 on this topic.

Stay tuned!

[Go to Part 2]

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Changing Of The Guard... er, Blog - 3/16/11

Ohio Bikeways has been evolving over the years. Steadily reshaping its content, organizing its layout and introducing new features and tools from time to time as it continues to evolve and grow.

And with that growth has come some glitches (failures) that signal needed changes. (We think of them as learning opportunities.) Our latest glitch can be summed up in six words, "Maybe we should start a blog?"

The o-so obvious response came quick, "We already have the Map Blog. You want to start another one... how many do you need?" And thusly the issue was laid bare upon the table.

Ok, so the Map Blog, tucked away in its corner of the Maps section, had its time. We're big on maps and were more than excited with our Google map project, the Gmap. As well as recent advances in Google mapping tools such as Bike Directions and Bicycling Mode. The blog gave us a forum to expound on those subjects.

While maps are an important part of Ohio Bikeways, they're not the whole enchilada. We still needed a place to rant on other topics or to give our take on what's happening in the news, such as the thorny Clark County Trail Closures topic. (Here's our take on that, in case you missed it.)

To make due, we squeezed the occasional editorial comment into the News page or pushed an opinion piece into the Trailside section, hoping readers would find it. But when you've got something to say and no designated slot on your web site in which to say it, well, that's a glitch, for sure.

So after very little deliberation, we've decided to commandeer the Map Blog and change it to the Bikeways Blog -- ta da! We've also given it a prominent spot on the main overhead menu. The broad umbrella of the new blog format will still cover maps, as well as numerous bike and bikeway related topics.

And while we're in the mode of making changes, we're also opening up the blog for comments. So take advantage and put in your two cents when the mood strikes you.

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Gmap Video Demo Collection - 10/22/10

Riding and exploring Ohio bikeways is a family-fun, healthy acivity for people of all ages. The Ohio bike trails Google map is currently the best tool available for exploring these trails. But how do you bring the two together?

That was the challenge we faced. To somehow make the map interface easier to use for most everyone. On closer examination, we came to realize that the map is not difficult to use. It's more about learning the subtle tips and tricks regarding how it all works to make the best use of it.

We realized that savvy Google map users will sail through most of the learning curve in short order. For others, even a short curve can be frustrating and feel like a waste of time. This latter group became our primary focus.

We created the Gmap User Guide and Notes pages to cover the basic map functions and features. It was a good start, but we felt the pages worked more as a reference tool. We wanted something that was more practical and comprehensive, easier to follow and would allow a new map user to grasp map use very quickly.

"How-To" videos seemed to be the obvious answer. So we created a series of short movies that demonstrated how to use the map and its various features. They cover all the basics from Gmap navigation and layout, to planning your next trail trip! Even if you're a savvy Google map user, the videos are worth a quick look to make sure you're using all the available features, like the local search tool.

We've rounded out the "How-To" video series with three movies:

Run times range between 6 to 8 1/2 minutes.

Though we think we've covered all the basics, if you're still a bit puzzled or have questions about the interface, be sure to let us know.

An important note: Be sure to watch the videos in 'Full Screen' mode to see them at a decent size and resolution so you can easily follow along.

Gmap 'How-To' Video Demos Launched - 8/27/10

Good news for those who may be unfamiliar with how to use many of the features on the Gmap. 'How-To' video demos are here!

Upcoming demos will cover trail information gathering techniques, as well as some nifty trip planning features.

Let's begin with our first movie that covers finding trails and basic Gmap navigation.

To view the demo at its proper size and resolution, select 'play' then 'Full Screen in HD' by clicking the button in the bottom right-hand corner of the player.

To view more Gmap video demos, visit the new demos page.

Google Bike Directions - 7/21/10

Our November blog announced that Google had begun mapping Ohio trails. This past March they launched their 'Bike Directions' feature. This cool tool allows you to plan routes for a bike trip using available trails, bike lanes and road routes!

Obviously, this can only be accomplished by displaying all existing bike trails and bike lanes(!) These appear on Google Maps as follows (when in bicycling mode):

Dark green lines = bike trails
Light green lines = bike lanes
Dashed green lines = roads recommended for cyclists

The Google route planner attempts to help you avoid busier roads and steep hills. You can also drag and drop the suggested route to customize one of your own.

This ambitious interface is not perfect. It's based on user-submitted maps that may have an inaccuracy here or there. But we would guess that overall Ohio trails are depicted with accuracy somewhere between 90-95%, with many trails being right on the mark.

And Google provides a feedback link for reporting bugs and other routing problems. This should help shape the tool to be even better!

Integrating The Gmap - 12/28/09

The map marker overhaul is now complete. All Ohio trails listed on the Gmap are now integrated with other information sources. The idea is to make the map a front door for users who prefer to start their trip planning or trail research there.

How It Works

To learn more about a bikeway, start by clicking the radio button for one of the trails listed below the Gmap. Next open one of the POIs (Points Of Interest) by selecting it from the right-hand margin list, or clicking one of the corresponding markers on the map. Now click on any highlighted links inside the word bubbles for more info on the trail. The word bubbles serve as the connecting port to more maps, trail brochures and other resources.

Available resources will vary from trail to trail, but each will at least be plugged into the Ohio Regional Trail & Map List which serves as the primary gateway to more info for each bikeway. Simply click on the trail's highlighted name inside any word bubble to access the list. A new browser window will open showing additional trail info. Now you can learn more about the trail without losing your place on the map or navigating away to read reviews, news or view other maps.

Troublesome Links?

Keeping the map's embedded outside links (links outside the Ohio Bikeways web site) in good working order may prove to be problematic. However, most of those same links should also be available through the Regional List. So it will provide an alternate route to many of the same resources.

Video Tutorials

We hope to have some video tutorials posted in the near future to demo this new feature as well as some basic map navigation and trip planning uses.

A Brief History Of Google Mapping Of Ohio Trails - 11/15/09

The growth and popularity of bike trails has been on the rise across the country as more communities are preserving greenways as they strive for more livable, walkable neighborhoods and city centers. As bikeways become more pervasive, it was only a matter of time until their popularity was reflected in business products. The most logical starting point being the mapping industry, since people want to explore new trails when they learn about them. And to do that, one needs to know where they go and how to find the trailheads.

A look back through our news archives reveals that Ohio trails were not being Google mapped until the summer of 2007. The first (to our knowledge) was the Ohio & Erie Canalway site's rendering of the Ohio & Erie Canal Towpath. The Ohio-to-Erie Trail followed shortly thereafter at Ohiotoerietrail.org. We happily joined the band wagon later that same year.

In the meantime, 'create-a-map' web sites were becoming popular and allowed users to map their runs, rides or hikes. The popularity of trails, combined with the obvious advantages of these interactive mapping platforms, was a logical fit. It was only a matter of time until the big boys took notice.

And now they have. You may have noticed that Google and Bing Maps have begun plotting Ohio Bikeways on their maps. These efforts are in the early stages, so don't expect a comprehensive trail collection that's seamlessly integraged with their map tools.

We did a few tests on Google with their local search feature and were able to pull up about 6 or 7 ohio trails that were plotted. But if we didn't get the syntax perfectly matched with the name Google used, we'd often strike out. I.e. "Kokosing Trail" would miss, while "Kokosing Gap Trail" would find its target.

Along with Google, Bing and perhaps some other mapping platforms, GPS companies like Garmin will be following suit and integrating Ohio trails into their product lines. This is great news for Ohio trail users, who until a few short years ago, were relying on trail books and a handful of sometimes crude, homemade online maps as their primary trail map resources.

Google 'Street View' Trike Goes Trail Riding

Google recently asked for public recommendations for non-road landscapes to photograph with their street-view trike. 5 trails were nominated, along with other categories that included: University Campuses, Landmarks, Theme Parks & Zoos and Pedestrian Malls. Visit their web site to vote on the nominees and see a video of the Google Street View Trike.

Emerald Necklace Trail Plotted - 9/28/09

Cooler weather signals the beginning of the mapping season here at Ohio Bikeways. To get things off to a flying start we've added the Emerald Necklace Trail to the Gmap. This was the missing piece of the major trail network puzzle. All the major Ohio bikeways (minus a few small bits) are now plotted and ready for virtual exploration.

This latest addition comes with improved integrated resources built into the map markers. Now when you click on a Emerald Necklace marker or its label in the 'Points of Interest' menu, you get related links inside every word bubble. Links to more trail info, including maps of all the reservations the bikeway passes through.

So you get maps within the map. Why? To provide even more information on the parks. The reservation maps show the locations of all available facilities, not just the few we've chosen to highlight for trail users. Of course all linked pages open in a separate window so you won't lose your place on the map.

'Out of Sync' Glitch Lives On

Armed with a trusty GPS recording device, we eagerly collected data to plot the Necklace. Much to our surprise, the resulting track points revealed something unexpected. Portions of the recorded route were out-of-sync with Google's satellite imagery, while others were spot on.

A few possible reasons for this come to mind: Weak GPS signal (under trees or in ravines), low recorder batteries, or some of the map images may simply be out-of-sync. No great disaster though. The tracks are close enough to easily pick out the trail in 'satellite' view, which has been updated along this bikeway.

Improved Satellite Views

That's right, Google has updated much of their aerial photography for Ohio. In the past, mainly large urban areas had good, close-up aerial views. Now you can view trailheads and other landmarks in many rural areas as well!

In fact, the satellite imagery had been pretty useless for many rural trails. So if you seldom used it, it's time to give it a second look.

Map Filling In - 3/26/09

The Ohio Trails Gmap is filling out nicely as we continue to plot bikeways and regional trail networks. Though pieces are missing here and there, for the most part all the major trails and connections are plotted with the exception of the Emerald Necklace Trail, which we hope to start adding sometime later this year. The Cleveland Lakefront Bikeway is another notable exception that we hope to add in the not-too-distant future.

Ohio Trails Gmap In Satellite View

The advantages of the interactive platform have become more obvious now that most Ohio bikeways are included on the map. Picking out areas that have a high concentration of trails is a snap, along with those that offer the most connections with other bikeways. Finding road route options between trail sections is also pretty straightforward, as is picking out different surface types and finding facilities.

But the icing on the cake is definitely the built-in local search feature. It allows you to plan a trip using the map! Very cool and saves a lot of time compared to the old method of collecting road and trail maps, doing separate lodging, restaurant or bike rental searches, etc. It's still wise to have maps in-hand for your journey, but with the Gmap you can outline a trip plan very quickly. If you're still unfamiliar with the Google map platform, be sure to check out the User Guide which covers map features and functions.

Map Marker Updates

A map marker cleanup is coming next. Early on we just threw up a few POI markers when we placed a new trail on the map. Over time we've done a better job of using the word bubbles to provide better content. So it's time to revisit some of those early postings to bring them up to speed.

Google Maps & Web Browsers - 11/16/08

If you have used more than one web browser, you know that all browsers are not created equal. And when it comes to viewing Google maps, those differences can become painfully obvious after a few mouse clicks. The map viewing experience can become so lag-filled and slow that it's not worth your time.

[Slow connection speeds can also cause long page loads and lag. We'll assume you're aware of that and have sufficient speed.]

Considering the growing list of powerful features and capabilities that Google maps offer, using a browser that performs poorly on the Google platform is a real shame, if not criminal. You'll likely get discouraged and perhaps turn to older, static maps that pale in comparison and are... well, not nearly as useful or fun.

Taking a look at the browsers that Google maps supports, we find that there are four. (Note that their may be some issues with Google Chrome. Mike Williams provides some pros and cons on using it.) Google offers a troubleshooting page if you're having problems with one of the supported browsers. No worries if you're running a different browser without problems. You're fine.

When we use our IE 7 with the Ohio trails Gmap, things slow down considerably. Lag becomes an immediate problem, especially when we select a different perspective, such as one of the region buttons below the map. Lag is between 3-5 seconds and clicking to 'drag' the map is sluggish.

However, with cable internet access speeds and the Firefox browser, we've had no problems viewing, zooming and virtual touring the map. Lag is seldom an issue and usually the result of busy Google servers, rather than a sluggish browser. And since Firefox is our preferred browser, no troubleshooting was necessary.

That's not to suggest you ditch your favorite browser if you're having map-viewing issues. But check to make sure it's compatible and use the troubleshooting guidelines to tune it for better performance. If that doesn't do the trick, consider downloading and using a second browser for maps only. It's no more trouble than opening another window and will keep you enjoying the many cool Google map applications on the web!

Mapping Revs up Again! - 10/27/08

As the cool weather approaches and leaves begin to fall, our attention returns to building the Ohio Trails Google Map. Actually, work has already begun with the replotting of the Richland B & O Trail last month. The Maple Highlands Trail, Lake County Greenway and Collins, Ohio Trail (part of the NCIT) were just added to the map.

Look for map changes to continue as we build. It's an on-going evolution where we sort out what works from what doesn't. For example, recently we did away with a separate color for trail spurs. It created an unnecessarily busier look and a false sense of being able to easily distinguish spurs from the primary trails.

Sure, it's easy to see a difference on a color-coded map, but on the trail things are quite different. Some spurs can be indistinguishable from the main bikeway unless they're signed. So by displaying the trail, spurs and connectors as the same color, you're seeing a better representation of what you'll experience on the trail -- that they can all look alike! Here's a screen shot of a piece of the Ohio & Erie Canal Towpath to illustrate the point.

towpath map

After looking at this, one may wisely opt to carry a good map or two, if unfamiliar with the area.

Along with tweaking the map, we'll be adding new features from time to time like the 'Terrain' view we've just added. Be sure to check out the User Guide to learn about all the map features.

Google Map Summer Updates - 5/29/08

Updates to the Gmap were coming fast and furious over the past winter months. They will continue over the summer, but will be less frequent as our "to-do" list ramps up during the cycling season. To check the latest additions to the map anytime, simply swing by the Gmap Updates page.

Summer is great time for field data collection, trail updates, developing new stuff for the web site, oh, and cycling of course! So the Gmap may slide down the priority list a bit. But fear not. More data collection means more trails will be added to the map in the near future.

Admittedly this blog entry is a bit weak on content. But we wanted to give a shout out to let you know what's happening and why blog entries and Gmapping is slowing down for now.

Be sure to get your bike out to enjoy a great trail-riding season!

Map Input & Marker Correction - 2/17/08

Ohio trail user news reports have proven valuable here at Ohio Bikeways. The Ohio Gmap will also rely on users for keeping up with new trail sections, trailheads and facilities. You can provide info regarding any Ohio trail, regardless of whether the bikeway has been posted yet. Data collected for unplotted trails will be filed until it can be placed on the map.

You may have wondered, how accurate are those markers on Google Maps? Well, if you've ever searched for your home address on one, you may have found it depicted some distance from its actual location. Likewise with GPS that relies on such map data. This has been an accuracy glitch in the system for some time that affects a wide range of map platforms (not just Google).

Nothing much could be done about it until recently when Google released an edit tool that allows users to modify marker locations. Here's a link with video that explains the process. It's quite simple and requires a free Google Account to use.

Everyone is encouraged to add info to the Ohio Gmap, as well as edit/correct data for your local trail. Just follow the procedure outlined above to make your own changes and to improve the quality and accuracy of Ohio trail maps!

Top Stories/Trends For 2011 - 1/12/12

1. Threats To End Federal Trail Funding

2. Sink Holes Plague Great Miami River Trail

3. Towpath Floods For 3rd Time In 2011

4. Ohio Trail Gaps Being Closed

5. Parks Struggle With Minimal Budgets

6. Minneapolis Takes Top Biking City Award

7. Legislation Helps Protect Cyclists

8. Cleveland Struggles With West Shoreway Project

9. (Re)Building Bridges

9. NYC High Line: A New Greenway Concept

10. 20,000 Trail Miles Mapped

11. Land Acquired For Athens Countywide Trail

12. U.S. Bicycle Route System Resurrected

13. "The Bike Rack" Opens In Cleveland

14. OSU Earns Bike-Friendly Bronze

15. $1.7M Awarded To Ohio Trail Projects

16. Toledo Purchases Trail Corridor For $6.5M

An Important Holiday Message - 12/21/11

Giving Is Good!

Create/Share

Huron River Greenway Battle Part 3 - 11/25/11

Huron River Greenway Battle Part 2 - 11/18/11

E-Store Launched! - 11/11/11

By Pete Medek

Recent Website Changes

The HRG Battle: A Closer Look - Part 1 - 11/4/11

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How NOT To Spoil A Great Trail Ride - 9/25/11

By Pete Medek

Inadequate Signage

A Simple Fix

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Troublesome Links?

Video Tutorials

A Brief History Of Google Mapping Of Ohio Trails - 11/15/09

Google 'Street View' Trike Goes Trail Riding

Emerald Necklace Trail Plotted - 9/28/09

'Out of Sync' Glitch Lives On

Improved Satellite Views

Map Filling In - 3/26/09

Map Marker Updates

Google Maps & Web Browsers - 11/16/08

Mapping Revs up Again! - 10/27/08

Google Map Summer Updates - 5/29/08

Map Input & Marker Correction - 2/17/08

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