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CYCLE, QRO

Promoting equitable bicycle planning in the Municipality of Queretaro, Mexico

University of Pennsylvania School of Design City Planning Studio Fall 2017

ACKNOWLEDGMENTS & AUTHORS The members of the PennDesign Queretaro planning studio would like to acknowledge and thank the following individuals for their help, guidance, and advice. The work presented herein would not have been possible without them: MARCOS AGUILAR

Presidente Municipal del Municipio de Querétaro

MAURICIO COBO

Secretario de Movilidad del Municipio de Querétaro

JUAN ALFONSO GARDUÑO

Director Proyectos Estratégicos, Secretaria de Movilidad del Municipio de Querétaro

SALVADOR HERRERA MONTES

Consultor de la Secretaria de Movilidad del Municipio de Querétaro

JUAN CARLOS BRAVO

Secretaria de Movilidad del Municipio de Querétaro

ERICK GUERRA

Assistant Professor in the Department of City Planning, University of Pennsylvania School of Design

STEFAN AL

Associate Professor in the Department of City Planning, University of Pennsylvania School of Design

DAVID GOUVERNEUR

Associate Professor of Practice in the Department of Landscape Architecture, University of Pennsylvania School of Design

KATE DANIEL

Department Coordinator for the Department of City Planning, University of Pennsylvania School of Design

OSCAR HERNÁNDEZ MERCADO

Secretaria de Movilidad del Municipio de Querétaro

ALBERTO GAVIÑO

Secretaria de Movilidad del Municipio de Querétaro

MONTSERRAT MENDOZA

Secretaria de Movilidad del Municipio de Querétaro

PHIL BERCZUK Steer Davies Gleave

CAMILO CAUDILLO CentroGeo

Penndesign Queretaro Planning Studio 2016 Left to Right: Stephanie Margolis Mariel Kirschen Alex Schieferdecker Professor Erick Guerra Casey C. Ross Tingting Feng Cari Krol Elynor (Xinyi) Zhou Viola Ni (not pictured)

Photo 1: Group photo in historic center

CONTENTS Executive Summary....................................................................................... 4 INTRODUCTION............................................................................................ 7 CONTEXT + BACKGROUND...................................................................... 13 Planning Context & Political Framework...................................................... 14 Existing Conditions....................................................................................... 18 FRAMEWORK.............................................................................................. 41 Planning Framework.................................................................................... 42 INTERVENTIONS........................................................................................ 59 Building the Network ................................................................................... 60 Intersection Design....................................................................................... 83 Neighborhood Networks............................................................................... 95 Core Connections....................................................................................... 109 Market Planning......................................................................................... 121 Bici Box...................................................................................................... 131 CONCLUSION............................................................................................ 142 Figure List................................................................................................... 144 Photo List................................................................................................... 146

At left Photo 2: Compilation of photos of

cyclists in the city of Queretaro

EXECUTIVE SUMMARY

Queretaro is a flourishing city of nearly 1 million people in central Mexico, located 220km from the capital, Mexico City, within the economically burgeoning Bajio region. A culturally important historic center, Queretaro benefits from a yearround temperate climate, a strong and growing industrial economy, and political leadership invested in increasing multimodal access to all parts of the city for all of its residents through the implementation of progressive bicycle infrastructure planning.

Queretaro’s municipal government, under the leadership of the Secretary of Mobility, seeks to transform the city into the cycling capital of Mexico. In part, they anticipate this redirected focus will help reduce the increasing congestion challenging the city and promote the needs of more travelers. To this end, the Secretary of Mobility partnered with the department of City Planning at the University of Pennsylvania School of Design to help develop a specific bicycle network plan building off overall mobility research and analysis.

Through intensive statistical demographic research, geographic analysis, existing conditions surveys, and site visits, this plan offers a phasing scheme for a regional bicycle network in Queretaro. The plan focuses on two goals: to increase connectivity for a broader population and improve conditions for existing cyclists. The themes of promoting equitable mobility and encouraging a cultural shift towards cycling informed proposed interventions thorughout the city. Building upon global best-practices in Latin America, Europe, and the United States, the team developed six pilot projects upon which the Municipality of Queretaro can build to transform their city into Mexico’s most bicycle-friendly locale.

The interventions presented in this report are intended to serve as examples of the types of projects the Municipality can undertake in phases over the course of a several-year roll out.

They are presented in the hope that Queretaro and similar cities can build upon global bicycle program momentum and create more equitable and environmentally conscientious urban environments.

At left Photo 3: Plaza de los Fundadores

Photo 4: Example traffic congestion on Av Constituyentes

Executive Summary | 7

1

INTRODUCTION

INTRODUCTION

Photo 5: Group photo at Secretary of Mobility Office

Photo 6: Cyclists in Santa Maria de Magdalena Neighborhood Photo 7: Cargo Bike

QUERETARO BICYCLE PLAN

An equity-based bicycle network implementation plan for the Municipality of Queretaro.

Our semester-long studio project aims build upon Queretaro’s existing mobility plan to develop an equity-based bicycle network implementation strategy for the Municipality. Our team of eight students from the City Planning Department at the University of Pennsylvania School of Design was advised by Professor Erick Guerra, and we worked closely with staff from the Queretaro Secretary of Mobility.

Our client, the Secretary of Mobility for the Municipality of Queretaro, was established in 2015 by Mayor Marcos Aguilar. Existing

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professional connections between the University of Pennsylvania and officials within the Secretary of Mobility enabled the collaborative effort that resulted in this report.

Our studio group visited Queretaro for a week of site visits, presentations, and interviews in October 2016. During this trip we were fortunate enough to meet with staff members at the Secretary of Mobility, local cycling advocates, and a representative from Steer Davies Gleave.

We experienced cycling in Queretaro first hand, and came away with an abundance of lessons and ideas.

Introduction | 11

Photo 8: Alley in Santa Maria de Magdalena

Queretaro is located in central Mexico, roughly 200km northwest of Mexico City. It is ranked highly for livability and for its beautiful natural environment, housing stock, education, transportation system, and abundant cultural and recreational options. The colonial center of the city is a UNESCO World Heritage site, and attracts tourists from all over the world.

The city’s population and wealth has grown tremendously in the past three decades, and the climate is mild and warm throughout the year.

Additionally, most of Queretaro’s urbanized area is situated on relatively flat terrain, which makes the city a great place for cycling.

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The municipality has already constructed 47 kilometers of bicycle lanes throughout the city, which are in various states of construction and completion, with the goal of reaching 100km of bicycle lanes by the end of the Mayor’s term in 2018. The Steer Davies Gleave mobility plan proposes a 223km bicycle network, and our plan adds an additional 20km to their proposed routes for a full network of 243km.

Following our analysis of existing conditions in Queretaro, including valuable input from the Secretary of Mobility, our team determined that improving transportation equity and encouraging a culture shift towards cycling must be the two central goals of any successful

Photo 9: Plaza in Historic Center Photo 10: Family in Historic Center

bike plan for the city. Queretaro must take into account existing cyclists, who tend to be poorer and from the fringes of the city, while working towards a future in which people from all walks of life cycle regularly for transport and recreation. Our analysis also identified five themes that are applicable to Queretaro: access; gender; heritage; public health; and land use and environment. These two goals and five themes form the framework of analysis and interventions for this plan.

This report includes an existing conditions analysis, a vision statement, and six specific interventions touching on different themes at varying scales. The interventions are intended to

be representative of larger projects the city can undertake in widespread locales. This report also includes a detailed, multi-stage phasing plan for prioritized construction of the network over time.

Our site-specific interventions examine issues such as intersection design, neighborhood-level network planning, connecting the historic center to outlying areas, integrating market commerce with bicycles, and developing flexible bicycle hubs. The projects intend to demonstrate what is crucial and achievable in order to ensure the success of Queretaro’s future cycling network, and to advance the essential goals of the plan.

Introduction | 13

2

CONTEXT + BACKGROUND

PLANNING CONTEXT & POLITICAL FRAMEWORK “Queretaro will be a world-class city, because we have world-class citizens. Our Municipal Development Plan is fully focused on the realization of this vision, a city for everyone.”

– Marcos Aguilar Vega, November 12, 2015 16 | CYCLE, QRO

Photo 11: Exhibit of Mobility Plan at Municipal Building

Photo 12: Exhibit of Mobility Plan Photo 13: Exhibit of Mobility Plan

In 2015, Queretanos elected Marcos Aguilar Vega as Mayor of Queretaro. Under Aguilar Vega’s direction, the issue of mobility and non-automotive modes of transportation became a major focus. On October 1, 2015, a new municipal department was created; the Secretary of Mobility.

total transformation of Queretaro and a coursecorrection for the city. Faced with a surging population, sprawling built footprint, and rising rate of auto-ownership, Aguilar Vega called upon the Secretary to lead a shift away from low-density, auto-dependent development at the city fringes towards compact development and a celebration of active transportation and public space.

The charge of the Secretary of Mobility is to develop and execute a holistic mobility strategy for the municipality of Queretaro. The goal of the political leadership was nothing short of a

To analyze the current conditions and develop an overall strategy for a shift in mobility, the municipality hired the consulting firm Steer Davies Gleave (SDG). SDG conducted extensive

2.1 POLITICAL CONTEXT

Planning Context & Political Framework | 17

field research, which included door-todoor questionnaires, surveys of travelers at checkpoints, and city-wide evaluation of road condition and typology. The SDG study yielded a wealth of new and detailed information on transportation behavior in Queretaro, including extensive origin and destination data. SDG also assessed demographic conditions and developed several metrics, including an index of cycling potential to help locate areas that the municipality ought to target for bicycle infrastructure and programs.

The end result of SDG’s work was a plan guided by eight comprehensive goals for Queretaro’s multi-modal future, one of which is to promote bicycling as an alternative mode of transportation. To accomplish this goal, SDG proposed an ambitious, city-wide network of bicycle infrastructure along with detailed neighborhood street plans at five key areas in which the government could make positive investments quickly and inexpensively.

In addition to the SDG comprehensive mobility study, the Secretary has pursued a pair of related strategies in the UNESCO historic core, both of which are expected to launch in late 2016. The first is a parking pricing scheme that seeks to regulate parking demand in the UNESCO core, and the second is a public bike share system (branded as QueBici). 85% of all revenue raised by new pay-for-parking regulations is earmarked to subsidize the QueBici bike share system, and the remaining 15% will be used as a source of revenue for citywide cycling improvements. Both programs are modeled after a similar effort in Mexico City, and are being spearheaded by the same company.

The municipality hopes to bolster the dual goals of reducing auto use and promoting bicycling in one step through these additional interventions.

Construction is already underway on the initial parts of the city’s bicycle network, and plans are in the works to build an additional 65km. Per Aguilar Vega’s instructions, the Secretary has committed to building 100km of bicycle lanes by the end of 2017, which will be his second year in office. Aguilar Vega has also expressed his strong desire for a marquee piece of cycling infrastructure that will signal to Queretanos, Mexico, and the world, that the city is serious about cycling. A major challenge to this goal is the Mayor’s insistence that any such project be self-funded.

The progress of bicycling infrastructure improvements in Queretaro is closely tied to the political landscape. Mr. Aguilar Vega has pledged not to take any new measures in his third year in office to allow the public to access his progress, so all interventions must be undertaken before the beginning of 2018. For the first time in Mexican history, he is eligible to run for reelection, so should he be returned to office, that may be perceived as a public endorsement of his platform, including the promotion of bicycle infrastructure.

"The strategy we seek is to create a compact city.

This means a higher quality of life, because it involves short journeys, services nearby, less need to use the car, less pollution, use of bicycles and better quality of public spaces."

At right Photo 14: Mayor Aguilar Vega

Source: poderinformativo.com.mx

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- Marcos Aguilar Vega, November 12, 2015

EXISTING CONDITIONS

Figure 1: Location of Queretaro in Mexico

2.2 REGIONAL CONTEXT

“The city’s historic center, rising net income, and temperate climate combine to make Queretaro as one of the most livable cities in Mexico.”

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Queretaro is at the center of a nested governmental power structure, which can be confusing because of its naming system.

The city of Santiago de Queretaro exists within the Municipality of Queretaro, which is one of many municipalities in the state of Queretaro. The city is generally defined by its 176km2 urbanized area, but in some cases the urbanized area extends beyond the boundary of the Municipality. This is especially the case in the South, where the highly-urbanized town of Corregidora merges with the city of Queretaro

across the municipality’s border. This sometimes creates jurisdictional barriers to planning and development throughout the area.

Queretaro is the capital of its eponymous state and also its largest urban center, with a population of just over 800,000 in 2010.

Although the Municipality of Queretaro, the governing body for the city, accounts for only 6% of the state’s land area, the city of Queretaro contains almost 40% of the state’s entire population.l

Existing Conditions | 21

STATE OF QUERETARO

Queretaro is part of Mexico’s Baijo region, which includes other important urban centers such as Leon, Guanajuato, and Aguascalientes. The Baijo region is one of the most economically productive in the country, and is often ranked among the safest parts of Mexico with the highest quality of life. Because of its geographic location within the Baijo, Queretaro serves as an important link between the region’s other urban centers and Mexico’s capital, and as a crossroads for economic, social, and cultural traffic.

Queretaro also benefits from its climate, which is dry and temperate. The average high temperature between 1980 and 2010 was 26.5 degrees C (79.7 degrees F) and the average low was 11.2 degrees C (52.2 degrees F), making the city pleasant yearround. Additionally, Queretaro does not suffer from many of the air-quality issues experienced

Figure 2: State of Queretaro

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by larger cities like Mexico City (though this is changing), and despite a ring of hills to the North and East, it is generally flat. These environmental and topographic characteristics contribute to its overall quality of life, and also make it a great place to ride a bicycle.

Queretaro is also a nationally important historic center, and its downtown was designated a UNESCO World Heritage Site in 1996. Mexico’s capital was briefly relocated to Queretaro during the Mexican-American War of the 1850s, and the resulting treaty of Guadalupe Hidalgo — which established the modern day USMexico boundary — was signed in Queretaro.

Additionally, Queretaro was the site of the 1867 capture and execution of Emperor Ferdinand Maximilian Joseph, ruler of the Second Mexican Empire, which resulted in the founding of the modern-day Republic of Mexico.

REGIONAL CONTEXT

Figure 3: Baijo Region and nearby major cities

Existing Conditions | 23

2.3 BUILT ENVIRONMENT Queretaro’s urbanized area is approximately 176km2. Although the bulk of the urbanized area is centrally situated around the historic downtown, the last several years have seen an increase in sprawl without any increase in density. As a result, Queretaro’s built environment takes on a variety of forms depending on proximity to the center.

2.3.1 HOUSING The typology of the housing stock is primarily single-family and either one or two stories in height. Multi-family apartment buildings near the downtown are less common but becoming more prevalent, and there is a growing number of large, modern high-rise apartment buildings around the city’s edges.

The historic downtown is primarily characterized by one-and-two story single-family colonial buildings, as seen in Photo 13. There are some multi-family apartment buildings in this area as well, but they are rarely above 3 or 4 stories in height.

There are newer, suburban-style houses around the city, especially on the hilly parts directly outside the downtown, as well as Americanstyle suburban tract housing and ranch-style homes in some of the wealthier suburbs of the city. These houses are primarily in gated communities accessed via mid-sized arterial roads.

In the city’s more disadvantaged neighborhoods there is a preponderance of more informal housing, as in Photo 14, characterized by cinderblock construction and corrugated metal roofing. Other low income communities

have publically-constructed housing which are usually one-or-two story connected row homes often located in geographically isolated neighborhoods.

Finally, there are new high-rise apartment buildings ringing the city, as seen in Photo 15. These new buildings are the result of a recent zoning code change that lifted previous restrictions on building above a certain height.

These modern apartment complexes are often intended for upper-income transplants from Mexico City and other cities, as well as professionals working in the aerospace and technology manufacturing sectors located in and around Queretaro.

QUERETARO’S HOUSING TYPOLOGIES

Photo 15: Housing in Historic Center

Queretaro Bicycle 24 | CYCLE, QROPlan | Context & Background

Photo 16: Informal housing in fringe neighborhood

Photo 17: Higher density housing outside center

Photo 18: Typical residential dwelling in city

Existing Conditions | 25

2.3.2 ROAD TYPOLOGIES There are four major road typologies in Queretaro: Category 1: Highway / Expressways Category 2: Mid-size arterials Category 3: Local streets Category 4: Rural/suburban roads Queretaro’s Highways and Expressways (Category 1) serve as connectors to areas outside the urbanized areas and primarily run North/South and East/West across the city.

Some of these highways and expressways are elevated, and some are at-grade. All of the highways and expressways are multi-lane, high-speed, high-volume roads with few or no signals. They are designed to achieve maximum

throughput for vehicular traffic, though they are occasionally used by cyclists (which can result in dangerous conflicts). Pedestrians and cyclists cross at-grade highways using tall overpass walkways, accessible either via steep stairs or winding switchback ramps. In many instances, people choose to take their chances with traffic rather than use these bridges because they are inconvenient and sometimes in states of disrepair.

roads also have pedestrian and handicap crossing points marked with signs, but these crossings are often mid-block and without road striping. In other cases, there are no curb cuts where pedestrians are instructed to cross, and there are sometimes drastic grade differences between the roadway and the sidewalk at these points. These conditions make it hazardous for pedestrians and cyclists to cross these arterials safely.

Queretaro’s mid-size arterials (Category 2) are more common than its highways and expressways, and run throughout the city.

Like Category 1 roads, they are multi-lane and designed to achieve higher speeds and greater vehicle throughput, but are signalized with slightly slower speeds. These slower speeds enable more varied use, and Queretaro’s midsize arterials often carry private car traffic alongside buses, trucks, and bicycles. These

The most common type of street in Queretaro are local streets (Category 3), which fill in most of the gaps between the mid-size arterials and the highways and expressways. These streets are often only one lane plus parking, and traffic moves along them relatively slowly. Because of their lower capacity and speeds, these roads are commonly used by cyclists and pedestrians.

Unfortunately, road and sidewalk condition is often poor on these roads, which contributes to difficulty pedestrians and cyclists in Queretaro

Photo 20: Category 2 - Mid-size arterial

Photo 21: Category 3 - Local Streets

face. Additionally, networks of small, wandering, one-way streets that often run into larger arterials or highways can contribute to the difficulty cyclists currently face getting through the city, especially without clearly marked bicycle infrastructure or routes.

The last street type in Queretaro are the suburban/rural streets (Category 4). These are often small, largely informal roadways that may not be paved or may be paved with large uneven cobblestones. Category 4 roads are generally located in low-income communities on the fringes of the urbanized area, and are used by pedestrians, vehicles, and bicyclists.

QUERETARO’S ROAD TYPOLOGIES

Photo 19: Category 1 - Highway/Expressway

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Photo 22: Category 4 - Rural/suburban road

Existing Conditions | 27

HIGHWAYS / EXPRESSWAYS

MIDSIZE ARTERIALS

Figure 4: Category 1 - Highway/Expressway

Figure 5: Category 2 - Mid-size arterial

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0

1.25

2.5

5 Kilometers

0

1.25

2.5

5 Kilometers

Existing Conditions | 29

LOCAL STREETS

RURAL / SUBURBAN ROADS

Figure 6: Category 3 - Local Streets

Figure 7: Category 4 - Rural/suburban road

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0

1.25

2.5

5 Kilometers

0

1.25

2.5

5 Kilometers

Cycle QROExisting | ContextConditions & Background | 31

2.3.3 ROAD SURFACES

2.3.4 EXISTING BICYCLE INFRASTRUCTURE

Road surface and condition varies dramatically throughout the city of Queretaro, ranging from well-maintained asphalt paving with clear striping to unpaved dirt roads with no signage, signalization, or demarcation other than wear from use.

Existing bicycle infrastructure in Queretaro is scattered throughout the city and generally disconnected. This infrastructure primarily takes three forms: protected bike lanes demarcated with green paint and yellow plastic barriers in the street tracks with red bicycle lanes built by the state, and green shared-road arrows painted on Category 3 streets by the municipality.

Although most of the Category 1 and 2 roads are generally well-paved with asphalt, many of the Category 3 roads are less conducive to bicycle trips. The historic center, for example, has streets paved with wide, flat cobblestone bricks that are easy to ride a bike on. These cobblestones are often cracked, broken, or unevenly worn on streets with higher vehicle traffic, however, rendering them difficult to ride over and potentially hazardous to cyclists.

Photo 23: Cobblestone road in Historic Center

Other Category 3 streets are paved with large, uneven cobblestones that make walking difficult, let alone riding a bicycle. Even streets that are paved with asphalt can pose challenged for bicycle riders, especially if they have been poorly patched or have untreated potholes.

Photo 24: Stone road in peripheral neighborhoods

Photo 25: Paved road in poor conditions

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While the presence of existing infrastructure is encouraging and a step in the right direction for cyclists in Queretaro, the condition and specification of the existing infrastructure is not always truly conducive to cycling. In many cases, bicycle lanes end without warning.

Additionally, the yellow bricks currently used to separate bicycle lanes from vehicle traffic are sometimes more hazardous than helpful: gaps between the bricks create spaces in which a cyclist’s wheel could get caught, or debris might stick out, creating dangerous riding conditions.

The narrowness of the lanes is also often an issue; safe passing is difficult in most instances, and dangerous in others. There are also often obstructions like utility poles in the center of bike lanes, and cyclists must navigate around them while avoiding the yellow bricks and other cyclists.

Photo 26: Separated cycle path

Photo 27: Above grade cycle path

Photo 28: Shared auto-cycle path

Existing Conditions | 33

2.4 ECONOMICS Leveraging its strategic location as a commercial crossroads, Queretaro has prospered from trade in agriculture, livestock, textiles, and minerals. More recently, its central location continues to give it an important role in the national economy. The city is connected to Mexico’s national highway system and is relatively close to major ports on both of Mexico’s coasts. As a result, Queretaro’s International Airport is the country’s fourthlargest cargo-handling facility and one of the city’s major employment centers.

Queretaro’s strategic location and investment in infrastructure development have attracted multiple national and international companies to the area. Industrial parks located around the city (but especially in the North) are home to companies such Daewoo, Bombardier Aerospace (the world’s third-largest airplane manufacturer), and Kellogg’s.

Queretaro has a diverse economy.

Manufacturing accounts for the largest percentage of the economy at about 9%, and retail trade activities account for about 42% of the economy. Accommodation and food services account for over 10% and other services accounts for about 12% of the economy.

2.5 DEMOGRAPHICS

The city’s diverse economy and growing industry contributed to a massive increase in overall net income between 1984 and 2014 Today, Queretaro is an upper-middle class city in terms of net income, earning more than typical households in the rest of the country.

Educational attainment in Queretaro is higher than the nation’s average: 26% of the population has a college degree or higher. Even though a high portion of the population has a college degree, only 23% of the population graduated from high school in 2010, indicating a stark divide in educational achievement across the population.

Queretaro is a medium-sized city in Mexico, with a population of roughly 802,000 inhabitants in 2010 (which grew by 43% since 1995). The percentage of male and female is almost evenly split, and Queretaro is a relatively young city, with an average age of 26.

travel times are long and multiple transfers are often required to get from point A to point B. Additionally, there are many areas throughout the city where car ownership is low, and many people rely on public transportation out of necessity.

While public transit and private automobile account for the majority of trips to work or school, residents also walk and ride their bikes. Walking accounts for 12% of all workor-school trips, and bicycling accounts for 2%.

It is important to note that these numbers only represent work and school trips, however, so the numbers for walking and cycling might be higher overall for more diverse trip purposes.

The majority of individuals commuting to either work or school travel by public transit or private automobile and travel times throughout the city are relatively short. Queretaro has a large but complicated bus network that is regulated by the state, and although fares are relatively low,

Figure 9: Net income of Queretaro, 1989-2014

Figure 8: Employment sectors, 2010 33,294

40% 35%

3,763,807

30% 3,017,089

25%

2,270,372

20% 15% 10,233

10%

7,265

5% 0%

10,952

Manufacturing

Source: INEGI / DENUE, 2015

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12,354%

1,523,655 776,938

Retail Trade

Accommodation

Other Services

30,221

1989

Source: INEGI Intercenso 2015

2000

2014 Existing Conditions | 35

Based on our analysis of travel time to work or school by mode, we identified three groups that could benefit from cycling, as seen in Figure 9:

CAR OWNERSHIP

• 25% of pedestrian trips between 16 and 30 minutes • 33% of private vehicle trips under 15 minutes • 42% of transit trips that take 31 minutes to 1 hour Although further analysis is required to determine whether or not the 33% of private vehicle trips are short distances at low speeds or long distances at high speeds, we believe that the pedestrian and transit groups are targets for increased cycling in the future.

At right Figure 10: Transportation

Figure 11: Mode share and travel time for commuting trips

2%

marginalization as function of car ownership Source: INEGI 2010

UNDER 15

16 TO 30

31 MIN TO

OVER 1

MINUTES

MINUTES

1 HOUR

HOUR

31%

46%

18%

2%

64%

25%

6%

1%

33%

42%

17%

4%

9%

33%

42%

13%

of trips

12%

of trips

38%

of trips

38%

of trips

Source: INEGI Intercenso 2015

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2.6 CYCLISTS Compared to the general demographics of Queretaro’s population, cyclists in the city represent a diverse population of travelers with varying needs. The majority of cyclists are male and work in non-traditional employment industries such as construction and manufacturing. Female cyclists tend to be older than their male counterparts and work in healthcare and social assistance, though it’s likely that many are employed in the informal economy.

Cyclists in Queretaro come from some of the lowest-income households in the city, averaging only $147,000 MXD/year compared to the citywide average income of $211,000 MXD/year.

Only residents who walk to work and school earn less annually than cyclists, as shown in Figure 10.

Of all reported cyclists in the Intercenso, 96% (9,710 individuals) are male and only 6% (573

individuals) are female. For individuals who bike to work, 96% of cyclists (8,681 individuals) are male while only 4% (358 individuals) are female, as shown in Figure X. The gender imbalance is slightly less extreme for cyclists who bike to school: 83% of these cyclists (1,046 individuals) are male, and 17% (215 individuals) are female (see Figure X).

The typical adult male cyclist is older than Queretaro’s median age by over a decade and, he earns well under the city’s average annual income. He likely never graduated from High school, and he is likely to work in an industry related to construction, manufacturing, or agriculture.

Like her male counterpart, Queretaro’s average adult female cyclist is older than the city’s median by 7 years and she does not have a high school diploma. Her travel time to work or school is slightly longer than the average male cyclist’s, taking up to an hour. She earns even less than her male cyclist counterpart, and she

is likely to work in an industry related to Health Care & Social Assistance or Arts, Entertainment, and Recreation.

A statistical cluster analyses on male and female cyclists shows clusters of riders of each gender, as seen in Figures 11 and 12. The groupings were on the basis of income, education level, travel time and type of employment as reported in the 2015 Intercenso and generated typologies males and for females.

As seen in Figure 11, male Cyclist A represents the largest group of male riders (approximately 4,354 individuals). Male Cyclists A is slightly younger than the average male cyclists, and he earns slightly less money each year. He is unlikely to have a high school degree, and he is likely to work in a construction-related industry.

old he is right around Queretaro’s citywide median age. He earns less than Cyclist A and the average male cyclist, and is likely to work in an agriculture-related industry.

The final male cyclist typology, Male Cyclist C, represents the third-largest group of male riders (approximately 1,267 individuals). This cyclist is very different from Male Cyclists A and B, and also from the average male cyclist in Queretaro. Male Cyclist C is older than the average, but is likely to have a higher education degree and earn more per year than Queretaro’s median household income, making him the most financially-secure cyclist. He is likely to work in an industry other than Construction or Agriculture.

Male Cyclist B represents the next-largest group of male riders (approximately 1,571 individuals). Male Cyclist B is much younger than the average male cyclist, and at 27 years

For female cyclists, and as Figure 12 shows, there were three individual typologies for females (Female Cyclist A, B, and C). Because the sample size for female cyclists is extremely small, however, these cycling typologies represent small numbers of individuals and

Photo 29: Typical adult male cyclist

Photo 30: Typical adult female cyclist

Figure 12: Average houshold annual income one

= MX$10,000

Average Annual Income = MX$211,000

Pedestrians earn an average of MX$136,000 per year.

Source: INEGI Intercenso, 2015

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Cyclists earn an average of MX147,000 per year.

Transit riders earn an average of MX$184,000 per year.

Drivers earn an average of MX$337,000 per year.

Existing Conditions | 39

might not be representative of the greater female cycling population in Queretaro. We include them in this report despite the small sample size because they still illustrate some interesting points about female cyclists in Queretaro.

Cyclist A and the average income for all female cyclists, but it is well below the average male cyclist’s income and the city’s median annual household income. She is more likely to have a higher education degree, and she is likely to work in a non-Services industry.

physical conditions in the city. They also point out important issues and focus groups that allow us to identify target issues and groups that can be supported through bicycle planning.

Female Cyclist A represents the largest group of female riders (approximately 128 individuals).

Female Cyclists A is younger than the average male cyclists and much closer to Queretaro’s median age. Her annual household income is close to the overall average female cyclist but well below the average male cyclist and the city’s median annual household income. She is unlikely to have a high school degree, and she is likely to work in a services-related industry.

Female Cyclist B represents the second-largest Other group of female riders (approximately 115 individuals). Female Cyclist B is the same age as the average female cyclist. Her annual household income is higher than that of Female

Female Cyclist C represents the smallest group of female riders (approximately 81 individuals).

She is older than the average female cyclist by over a decade, and the oldest of the three typologies. Her annual household income is similar to that of Female Cyclist A and just above the average for all female cyclists, but it is still well below the average male cyclist’s income and the city’s median annual household income.

Female Cyclist C is less likely to have a higher education degree, and she is likely to work in a non-Services industry.

With the drafting of its mobility strategy now complete, the Municipality of Queretaro faces the challenge of implementing this bold and necessary plan. Our analysis of the existing conditions in the city provides a framework for evaluating the plan’s implementation with regard to cycling, and suggesting areas of focus for decision-makers.

The demographics and typologies of the cyclists in Queretaro shed light on the current social and

Figure 13: Primary adult male cyclist

Figure 14: Primary adult female cyclist

A

B

C

Male Cyclist A

Male Cyclist B

Male Cyclist C

~4,354 People MX$157,000 Annually Lower Education 34 Years Old Works in Construction Source: INEGI Intercenso, 2015

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2.7 CONCLUSION

~1,571 People MX$146,000 Annually Lower Education 27 Years Old Works in Agriculture

~1,267 People MX$264,000 Annually Higher Education 35 Years Old Works in Other

A

Female Cyclist A

~128 People MX$103,000 Annually Higher Education 38 Years Old Works in Services

B Male Cyclist B

~115 People MX$130,000 Annually Higher Education 34 Years Old Works in Other

C Male Cyclist C

~81 People MX$109,000 Annually Lower Education 47 Years Old Works in Other

Source: INEGI Intercenso, 2015

Existing Conditions | 41

3

FRAMEWORK

PLANNING FRAMEWORK

Photo 31: Cyclists in Historic Center

Establish a culture in Queretaro that welcomes safe cycling as an integral part of commuting and recreation for people of all ages and abilities.

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Photo 32: Cyclists in Santa Maria de Magdalena Photo 33: Modal conflicts

3.1 VISION Our vision for Queretaro — highlighted in bold on the previous page — represents an evolution in the way the city accommodates people riding bicycles for any trip purpose. There are several important themes embedded in this vision statement. First, the idea that bicycling is “safe” indicates that cycling is not only for the fearless rider that can navigate the limited enforcement of speeding automobiles. Second, “integral part of commuting and recreation” means that cycling is not a niche activity only for the low-income rider that has no other means

of transportation, but is a desirable mode of transportation for a wide variety of people and trip purposes. Finally, “for people of all ages and abilities” emphasizes that the planning, designing, and building of bicycle infrastructure and programming will focus on all types of riders throughout the region.

Planning Framework | 45

3.2 GOALS The purpose of this plan as articulated by the vision statement is to develop a network of bicycle infrastructure and a series of related policies that improve conditions for existing riders who tend to be marginalized populations, increases opportunities for underrepresented groups, and encourages new riders to view cycling as a viable mode of transportation for all trip types. Queretaro’s current network features disconnected bicycle lanes that appeal to a small segment of the population for which riding is sometimes the only travel option. This plan builds upon the of the existing network to increase connectivity to a broader population and improve conditions for existing cyclists.

The plan must address the needs of those who currently cycle and those who are expected to switch to cycling in the future if it hopes to succeed. While the completion of a high-quality, far-reaching cycle network will benefit both groups, many decisions until then will call for choices to be made about priority and levels of investment. Our approach to Queretaro’s cycling initiative advances a view of how to navigate these challenges.

Successful implementation of the cycling plan will achieve two main goals. The first is to improve cycling conditions for marginalized populations. Most of Queretaro’s current cyclists earn below the median wage and may be cycling because they do not have access to other forms of transportation. Targeting bicycling infrastructure and programs at these existing cyclists is likely to have an immediate impact in terms of bettering the lives of citizens, and affirms the principle of fairness and equity.

Second, the cycling plan must encourage cycling as an everyday mode of transportation for all citizens. Many people in Queretaro may be willing to cycle if the conditions are right, and the government must be willing to meet these conditions for a 46 | CYCLE, QRO

significant portion of the population to affect a shift in mobility culture throughout the city. High quality infrastructure, creative programming, and good prioritization of projects is essential to change the hearts and minds of Queretanos about bicycle mobility.

Improving the access of citizens on bicycles is an essential function of any cycling network.

Queretaro’s future cycle network will allow cyclists to reach all parts of the city for work, errands, and leisure.

3.2.1 THEMES These goals are achieved by addressing the predominant aspects in Queretaro that either hinder or encourage cycling. Cycling generates a variety of benefits ranging from the physical act that can lower disease rates, to increased mobility and congestion reduction.

Understanding the planning and political context of the municipality highlights that not all benefits have equal importance. The need to improve the current network and increase ridership through the implementation of infrastructure and programming comes as a first priority with a reduction of cars as a second priority. Given the existing conditions, the following five themes will have the greatest impact on improving mobility and quality of life in Queretaro. They begin to set the basis for the plan’s performance measures and frame the prioritization criteria that define which interventions should be addressed first.

EQUITY

How do we improve equity through bicycle planning?

Around the world, cities have seen a split in cycling behavior along gender lines and Queretaro is no different. Appreciating the impact of gender when it comes to cycling is paramount to ensure that women can take equal advantage of new mobility opportunities.

A city that embraces active, environmentally sustainable transportation is a city with good public health potential. Promoting cycling within Queretaro for schoolchildren to the elderly will lead to a healthier and happier population, while saving citizens and the government significant money in the longterm by reducing long-term illness and motor vehicle crashes.

3.3 FRAMEWORK Combining the themes with our goals creates to a 10-point matrix that provides a comprehensive framework for measuring meaningful interventions on mobility in Queretaro. The existing conditions within each theme, described in the next section, guide the proposed recommendations in order to improve cycling conditions for existing riders and encourage the next generation of riders. In this sense, cycling becomes a prioritized political tool for creating a more livable city.

Respecting and highlighting Queretaro’s heritage is a challenge for implementing cycling investments, but it is also an opportunity for tourism. The bicycle is an excellent way to experience sights and sounds all over Queretaro while respecting its historic assets and sensitive monuments.

CULTURE SHIFT

How do we encourage a culture shift towards cycling?

In the future, cycling in Queretaro must impact the city’s land use and environment for the better. Cycling is compatible with dense development, active and engaging streets, and thriving public spaces, while auto-dependency encourages the opposite. By bending the curve of auto dependency downward, Queretaro can stem the recent tide of sprawl that is unsustainable.

Figure 15: Plan Framework

Planning Framework | 47

3.4 EXISTING CONDITIONS 3.4.1 ACCESS Approaches to improving mobility must create links between communities and resources — something that an improved cycle network can help achieve. Residents’ ability to access key centers in Queretaro are impacted by three main aspects: the municipality’s topography, convoluted bus routes, and low car ownership and income in certain neighborhoods.

Most of Queretaro’s landscape, including the historic center and the city’s main industrial corridor, is flat with minimal elevation changes.

Steepness increases towards the eastern portion of the municipality as hills that act as a mobility impediment for neighborhood residents begin to take shape.

The municipality is served by a bus transit system, which is regulated by the state government but run by competing private operators. The system covers a large portion

of the city in a crisscrossing pattern but there are locations, especially in areas with other accessibility obstacles like hills, that are disconnected from the bus network.

Additionally, the competing operators and indirect network often necessitate multiple transfers per trip, which increases travel time by bus and makes the network inconvenient.

TOPOGRAPHY

Additionally, many neighborhoods on the outskirts of the municipality have low car ownership and low income. These characteristics force residents to rely on less reliable and less convenient forms of transportation, and hinder their ability to easily access occupational and recreational destinations.

Understanding the existing conditions and needs of residents in transportationmarginalized areas highlights the importance of cycling infrastructure that can ease mobility by better connecting residents to city resources, especially employment and recreation centers.

QUERETARO’S CROSSINGS

Photo 34: Wide street on fringe of city

Photo 35: Hilly terrain with unmarked crossing At right Figure 16: Topography map Topography: 3 Meters

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N

0

1.25

2.5

5 Kilometers

Bogota and Minneapolis offer examples of how to improve equity through physical interventions and social programming.

BUS NETWORK

MINNEAPOLIS-SAINT PAUL, USA Minnesota’s bike share program used social programming efforts to introduce biking to marginalized neighborhoods when it launched the “Nice Ride Neighborhood” program in 2010. Participants in the program receive a free bike for four months and then a $200 credit to buy their own bike once the four months are up. With group rides, free maintenance, and classes, the program aims to help people from marginalized neighborhoods become experienced bicyclists.

Source: healthyhennepin.org

BOGOTA, COLOMBIA Bogota’s CicloRuta focused on physical planning and is now one of the most extensive bicycle path networks in the world. Since construction began in the mid-1990s, over 340km of cycle track have been built that connect citizens to major BRT routes, parks, and community centers, and these pathways were specifically designed to extend into low-income, under-served neighborhoods. Overall, bicycle trips have proliferated, rising from 0.2% of all trips prior to the project to over 4% of trips in 2007.

50 | CYCLE, QRO bus network Figure 17: Citywide

0

1.25

2.5

5 Kilometers

Source: Alvaro Rodriguez-Valencia, 2016, Effects of the Proximity to Bicycle Network in the Use of Bicycles: The Case of Bogota

Planning Framework | 51

3.4.2 HERITAGE As the central core of the city, the UNESCO World Heritage zone is the physical manifestation of the centuries of history present in Queretaro. It remains the cultural, social, and artistic heart of the city, and Queretaro’s major tourist attraction. Queretaro’s UNESCO World Heritage historic center provides unique infrastructure challenges for cycling but also great opportunities. The city has a long, rich history, which is one of the its major assets for tourism and local culture.

Settled by indigenous civilizations like the Chichimeca and Otomie in the pre-Hispanic era, Queretaro has been a cultural and commercial center throughout its history. Spanish influence reached the region as early as 1531 and Queretaro became the first Spanish settlement n the Bajio region.

The city was officially formalized as a Spanish conquest in 1656, when a Royal Charter

designated it the “very Noble and Loyal City of Santiago de Queretaro.” By 1790, Queretaro was the third-largest metropolitan center in the country, surpassed only by Mexico City and Puebla. It was a center of commerce for the region, the “gateway to the Baijo,” and a religious and artistic hub.

By the 19th Century, Queretaro took on a national political role as the center of a conspiracy to declare Mexican independence from Spain under the leadership of The Corregidora Josefina Ortiz de Domínguez, who remains an important cultural icon in the city to this day. Mexico’s capital was briefly relocated to Queretaro during the Mexican-American War of the 1850s, and the resulting treaty of Guadalupe Hidalgo — which established the Rio Grande as a boundary for Texas and ceded California, half of New Mexico, most of Arizona, Nevada, Utah, and parts of Wyoming and Colorado to the United States — was signed in Queretaro. Additionally, Queretaro was the site of the 1867 capture and execution

Photo 36: Iglesia de la Cruz, circa 1905-1910, California Historical Society Collection

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of Emperor Ferdinand Maximilian Joseph, ruler of the Second Mexican Empire, which resulted in the founding of the modern-day Republic of Mexico.1 Queretaro’s UNESCO World Heritage historic center provides unique infrastructure challenges for cycling but also great tourism opportunities.

The denseness of the historic center coupled with narrow, one-directional lanes makes cycling difficult and prevents residents and tourists alike from visiting the worldly cultural amenities, yet cycling is a low-impact transportation mode that fits well within the historic center’s denseness.

The Management Plan and Conservation Area of Historic Monuments and Traditional Neighborhoods City of Santiago de Queretaro specifically notes the harm caused to the overall environment and mobility of the downtown due to vehicular inflow, and cites high congestion caused by public parking and road saturation as one of the area’s major weaknesses. Similarly, the Plan Parcial de Desarrollo Urbano para la

Zona de Monumentos y Barrios Tradicionales de la Ciudad de Santiago de Queretaro identifies road saturation as an issue in the UNESCO center and calls for the re-appropriation of the area’s public space for collective use and citizen participation in order to encourage environmental quality, quality of life, and pollution control. This document also calls for the increase of public transportation and cycling as a means to get to and through the historic center “to the detriment of the private vehicle.”2 Improving access to and mobility through this center for cyclists will build upon existing efforts to reduce traffic through the historic downtown, as well as encourage additional tourism. Ensuring bicycle access between the downtown and outlying areas will also ensure that Queretanos of all social classes, including those whose mobility depends on the bicycle, 1 El Plan de Manejo y Área de Conservación de Monumentos Históricos y Vecindarios Tradicionales Ciudad de Santiago de Querétaro 2 Plan Parcial de Desarrollo Urbano para la Zona de Monumentos y Barrios Tradicionales de la Ciudad de Santiago de Querétaro

Photo 37: Aqueduct, circa 1905-1910, Califiornia Historical Society Collection

Planning Framework | 53

3.4.3 GENDER If implemented properly, bicycling has the potential to provide female populations with an inexpensive and flexible form of mobility in Queretaro. Increased mobility can help economic- and transportation-marginalized populations reach a variety of economic and social opportunities around the city.

Focusing on female travelers can help promote the needs of current cyclists as well as mobilize a population of women who can benefit from the opportunities available through bicycling.

Queretaro’s current cycling culture shows a

disproportionate number of men cycling relative to women. Only 6% of residents who reported using a bicycle as their primary travel mode to work and school were women in 2015.

This data potentially omits a significant portion of travelers who use a bicycle for non-work and non-school trips, ranging from household tasks, to recreation and social visits. While these types of trips can be more difficult to account for in a planning context, acknowledging the needs of these travelers can help a system achieve greater levels of equity.

Figure 18: Bicycle commuters

94%

9,710 people

Cyclists who bike to work

96%

8,681 people Source: INEGI Intercenso, 2015

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4%

358 people

Low female ridership is often attributed to a variety of factors, including trip characteristics, cultural norms, and infrastructure preferences.

Women tend to take a greater number of linked trips with multiple purposes, which may involve shopping or picking up children. These linked trips can come with restrictive challenges for bicycling. Cultural norms can also pose barriers due to gendered expectations of behavior and dress.

Finally, women are more likely than men to avoid unsafe road conditions when traveling, and prefer bicycle infrastructure that is physically separated from motorized traffic and clearly demarcated. These factors all contribute to a cycling culture in which the risks of bicycle riding outweigh its utility for many women.

Photo 40: Female and child cyclists

Due to the low rates of bicycling for women in the city, there is an opportunity to both improve the experience for current female cyclists and mobilize marginalized populations with increased investment and programming.

Focusing specifically on the needs of the female travel while improving cycling conditions is necessary to increase the share of female ridership.

6%

573 people

Cyclists who bike to school

83%

1,046 people

17%

215 people

A study on the gender split of cyclists in the United Kingdom found that improving general cycling conditions does not increase the share of women on bicycles. Instead, a focus on the needs of female travelers is needed to lessen the gap. In order to do this, the researchers found that three approaches can be used to encourage females to cycle: networks that support multi-purpose trips, diverse representation in cycling education, and physically-separated bicycle lanes.1

Photo 39: Woman at bicycle shop

Together, these initiatives can help bring awareness to the needs of female travelers and improve the conditions for all cyclists across Queretaro.

1 Aldred, Woodcock, & Goodman (2015), Does More Cycling Mean More Diversity in Cycling?

Photo 38: Woman with cargo bike

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3.4.4 PUBLIC HEALTH

3.4.4.2 HEALTH

Active modes of transportation lead to active, healthy lifestyles. Improving the safety of the bike network will reduce traffic fatalities. These improved conditions may encourage new riders, which in turn may reduce the high obesity rates in Queretaro.

As of 2013, Mexico surpassed the United States as the most obese nation in the world: 35% percent of children aged 5-11, 44% of teenagers aged 12-19, and over 70% of adults aged 20 and older are overweight or obese.2

3.4.4.1 SAFETY There were 141 traffic fatalities in Queretaro in 2014, a rate of about 6.9 deaths per 100,000 people, which is lower than the average rate in Mexico (12 per 100,000). Although Queretaro has a lower-than-average rate of traffic fatalities, reducing the overall crash rate and eliminating traffic fatalities should be a primary goal of any mobility plan and an ongoing effort in planning new transportation infrastructure. Mexico has taken progressive steps towards vision zero, and Queretaro can work within that national framework to advance road safety within the municipality’s boundaries.1

Cities in the United Kingdom demonstrate how addressing physical activity through cycling creates opportunities to reduce obesity and increase riders’ security on a bicycle.

Cycling promotes a more active lifestyle which can improve physical health, decrease stress levels, and increase quality of life. One of the most important health benefits of cycling is the prevention and management of disease.

Nearly 70,000 deaths in Mexico each year are caused by weight-related diabetes and more than 400,000 new cases of diabetes are diagnosed annually. Costs associated with diseases linked to obesity are projected to reach $1.2 billion in 2030 and $1.7 billion in 2050, respectively. A 1% reduction in BMI can save $43 million in health care costs in 2030 and $85 million in 2050.3 1 Institute for Transportation & Development Policy (2015). Mexico City Joins the Vision Zero Movement`

HEREFORD, UNITED KINGDOM Destination Hereford employs a targeted approach to increase cycling in areas with high recorded levels of obesity by focusing on personalized travel planning.

The city also encourages cycling to work and school, and hosts trainings such as parent and pupil cycle rides to boost cyclists’ confidence while riding.

Developing similar strategies in Queretaro may increase the comfort level of cyclists, leading to a rise in the number of trips that residents do by bicycle.

Source: Herefordshire Council, Destination Hereford: Choose how you move Photo Source: telegraph.co.uk

2 Instituto Nacional de Salud Public. (2012). Encuesta Nacional de Salud y Nutricion: Resultados Nacionales 2012 3 Rtveladze, et al (2014). Obesity prevalence in Mexico: impact on health and economic burden.

Figure 19: Obesity in Mexico

35%

44%

71%

Children

Teenagers

Adults

Age 5-11

Age 12- 19

Source: http://ensanut.insp.mx/informes/ENSANUT2012ResultadosNacionales2Ed.pdf

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Age 20+

CHICAGO, IL, UNITED STATES Implementing bicycle infrastructure can have a positive effect on driving behavior by reminding drivers to share the road and creating highlyvisible markers for cyclists. 49% of respondents to a survey of cyclists and pedestrians in Chicago felt drivers’ behavior improved after a protected bike lane was installed on Kinzie Street.

Source: Chicago Department of Transportation (2011). Initial Findings: Kinzie Street Protected Bike Lane Photo Source: Chicago Complete Streets

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3.5 LAND USE AND ENVIRONMENT Queretaro’s recent growth has land use and environmental implications, such as sprawl and a degradation of air quality. The urbanized area of Queretaro has continued to grow since 1985 leading to its size of 176km2 today. According to the SDG mobility plan’s analysis, the city has a current average density of 80 people per hectare, down from 444 people per hectare approximately 20 years ago. Queretaro also has an air quality index of 47 out of 500, which is considered good. The air quality is closer to an index value of 50, which is classified as “moderate,” and some predictions indicate that if car use does not decrease the air quality in Queretaro will decrease steadily going forward.1

By implementing multi-faceted land use and broad-based transportation policies in coordination with cycling recommendations, Queretaro can begin to stem the recent tide of sprawl and improve air quality, This, in turn, may spur new cyclists once cycling conditions are improved.

Figure 20: URBANIZED AREA 1985

A continued shift away from automobile dependency and towards cycling will broaden the environmental and land use benefits, such as reduced congestion and shorter travel times, and restart this circular effort of land use policies that increase the attractiveness and viability of cycling.

1 Numbeo. (2016). Pollution in Queretaro, Mexico.

Fort Collins’ Bike Library highlights that improving air quality coupled with cycling can be a successful model to reduce congestion and lower travel times.

Source: Time, Inc. Powered by Google

Figure 21: URBANIZED AREA 2012

FORT COLLINS, USA The main purpose of Fort Collins’ Bike Library was to improve air quality by reducing vehicle miles traveled and traffic congestion, and the city chose a no-cost bike lending program as the means to achieve its goal. The program, which was estimated to reduce carbon monoxide by 759kg per year, was so successful that it has continued to date and well past its initial 2-year timeline.

This case study highlights that successfully merging transportation policies with environmental targets can promote sustainable urbanization and travel.

Source; U.S. Department of Transprotation, Federal Highway Administration. (2015). Putting It All Together: Legislation and Guidance Translate into Projects.

Photo Source: uneventenor.com 58 | CYCLE, QRO

Source: Time, Inc. Powered by Google

Planning Framework | 59

4

INTERVENTIONS

INTERVENTIONS Photo 41: Cyclists in Historic Center

Photo 42: Informal market Photo 43: Road construction

4. INTERVENTIONS INTRO

The following interventions intend to demonstrate what is crucial and achievable to ensure the success of Queretaro’s future network, and to advance the essential goals of the plan.

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The following interventions are intended to be representative of larger projects the city can undertake in widespread locales. This report also includes a detailed, multi-stage phasing plan for prioritized construction of the network over time.

hubs. The projects intend to demonstrate what is crucial and achievable in order to ensure the success of Queretaro’s future cycling network, and to advance the essential goals of the plan.

Our site-specific interventions examine issues such as intersection design, neighborhood-level network planning, connecting the historic center to outlying areas, integrating market commerce with bicycles, and developing flexible bicycle

Planning Framework | 63

4.1 BUILDING THE NETWORK A truly bikeable city is one where people ride bicycles because it is a convenient, fun, safe, and healthy choice. It is a city in which people of all ages, abilities, and income cycle for any trip purpose whether commuting to work and school or riding recreationally. Queretaro’s population density, temperate climate, long travel times, decreasing air quality, and popular public spaces contribute to a favorable environment for cycling. This intervention aspires to position Queretaro as a bicycle-friendly city by identifying a well-connected network and prioritizing implementation to maximize the benefits of cycling upfront.

A built out network will improve bicycle accessibility to various destinations and resources for low-income existing riders, who have limited transportation options and have been cycling for years without adequate infrastructure. It will make cycling safer and more convenient and will provide reliable and

fast travel routes for cyclists. Cycling is a flexible mode of transportation not subject to roadway congestion or transit schedules. When the core network is established, it will then encourage and accommodate more cyclists to reach a critical mass and strengthen the cycling culture as a unique characteristic for the city.

PROPOSED NETWORK

Overall, a well-connected network will tie the city and its people more closely together, further improving the livability of Queretaro as a place where residents and tourists alike enjoy living, working, and visiting.

At right Figure 22: Full proposed bicycle network

Photo 44: Cyclist in Santa Maria de Magdalena

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Cycle QRO | InterventionsPlanning | Building Framework the Network | 65

PLANNING THE NETWORK

PHASING

Queretaro’s existing bicycling network comprises 47km of fragmented cycle paths scattered throughout the city. The envisioned network of 243 km will cover the urbanized area and connect to the forefront of new development. The proposed network is the result of a collaborative planning process involving technical analysis to recommend the appropriate corridors that will advance the goals of this plan: to improve conditions for marginalized populations and encourage cycling as an everyday mode of transportation.

Full implementation of the proposed bicycle network will take many years. The long time frame makes it important to develop a process for selecting an equitable and realistic set of prioritized flexible phasing to complete over time in order to transform the lines of the proposed network map into a bicycle grid that meets the needs of all residents. Similar to other Latin American cities that are implementing bike networks, this implementation plan includes 8 phases of roughly 25 km per phase. Each phase focuses on specific connections with a goal to reach as many residents as quickly as possible.

As with all phasing plans, the first phases are most important to creating a thriving cycling culture.

The following input and data was examined prior to proposing candidate bike lanes: • Site of existing bike lanes and system gaps • Connections between key origindestination links such as home, work, school, and parks • Topography to remove a significant barrier to bicyclists • Location of transit hubs to focus on multi-modal integration • Current recreational routes Our analysis began with the network proposed

by Steer Davies Gleave in their mobility plan, which includes bike lanes planned by both the State and the Municipality. This proposed network meets our criteria for icnreasing Equity while promoting a Culture Shift and serves as the basis of our network.

Case Studies: Bogota, Colombia and Rosario, Argentina provide guidance and benchmarks for an achievable network in Queretaro.

BOGOTA, COLOMBIA Bogota, Colombia built 340 km of cycle paths between 2000 and 2007. After the build out, the city’s cycling mode share rose from 0.2% in 2000 to 4% in 2004, and cyclist fatalities decreased by over 30% despite the large increase in bicycle trips.

At a cost of MX$1.5 million per 1km of cycle track, it will cost approximately MX$294 million to build out the entirety of the proposed network. Expected revenue from the soon-tobe-implemented parking meters in the historic center (assuming 2500 parking spots at 90% occupancy for 12 hr/day on the weekdays) can fund 7.5 km of bike lanes each year without additional funding sources, equating to the implementation of one phase per mayoral cycle.

Additional funding resources will need to be identified and utilized to complete the network.

Source: Bogota’s CicloRuta is One of the Most Comprehensive Cycling Systems in the World.

(2011). C40 Cities.

Photo Source: Flickr

ROSARIO, ARGENTINA

We propose an additional 20 km to reach marginalized communities and enhance connections to work and recreational activities, which are necessary to ensure the success of the network and the overall mobility plan.

Rosario, Argentina is similar in population and land area to Queretaro, and likewise has a major industrial corridor. Since 2010, the city has built over 100 km of cycle routes integrated with other modes of transportation. In 2015 alone, the city added dozens of kilometers of bike lanes, creating a network of 44km of connected protected bike lanes in its downtown. With this implementation, cycling mode share rose to 5% up from less than 1% in 2010, and Rosario has received multiple accolades for its improved transportation system.

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Source: 2016 STA Finalist: Rosario, Argentina. Institute for Transportation & Development Policy.

Photo Source: Institute for Transportation & Development Policy

Interventions | 67

27 km PHASE 1 This first phase of the implementation plan forms the backbone of the bicycle network. It closes the gaps in the existing network and creates 35 km of connected cycle tracks with the ability to transport residents from the southeastern tip of the city through the historic center and up north past the industrial corridor. It prioritizes north-south axes that connect both directly and indirectly through existing bike lanes to some of the densest locations in the city, and forms the spine of the cycle track coupled with the bike lane on Avenida Universidad that runs eastwest.

The first phase also improves conditions for existing low-income riders. As Queretaro’s built footprint has expanded outward, informal unpaved routes that low-income cyclists formerly used as bicycle paths have been paved over during expansion and development of new roadways and housing. This has forced low-income riders commuting to work in the city’s industrial sectors onto high-speed

roadways that are often unsafe and lack any cycling infrastructure, putting them directly in harm’s way. Prioritization of Phase 1 lanes reestablishes safe connections between the places cyclists live and the places they work, especially in the western neighborhoods of the city, which are some of Queretaro’s most densely-populated.

PHASE 1

Finally, phase 1 creates recreational cycling facilities by creating a central loop, laying the groundwork to shift the belief that cycling is only for low-income riders. As demonstrated by Bogota’s Ciclorutas network, or Philadelphia’s Schuylkill River Trail, the dedication of lanes to recreational activities draws residents of all demographics, not only those that cycle on a daily basis.

At right Figure 23: Phase 1 of bicycle network

Photo 45: Construction worker cyclist

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Existing Phase 1

Interventions | 69

54 km PHASE 2 Phase 2 continues the trend of reaching the greatest amount of residents as quickly as possible. While the first phase connected to the existing network and established a central core, the majority of residents live outside of the historic center, so the bike network now must reach these neighborhoods. One of the densest parts of the city is located in the southern half, which is the focus of Phase 2.

such as manufacturing jobs in the northern industrial area or health and recreational jobs in the historic center. It also connects new end destinations to the grid, notably areas where cyclists work.

PHASE 2

In addition to reaching a large majority of residents who may begin to cycle now that the network reaches their neighborhood and provides safe travel lanes, the prioritization of Phase 2 also strengthens home-work links. It places residents from previously underserved neighborhoods with high percentages o cyclists onto the bicycle grid allowing them to more easily access areas of employment At right Figure 24: Phase 2 of bicycle Network

Photo 46: Cyclist in Santa Maria de Magdalena

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Interventions | 71

82 km PHASE 3 Phase 3 continues to enhance the cycling network by encompassing the last remaining dense area of the city that is not yet served by the bicycle grid. Specifically, it connects residents to major universities throughout the city. While the average age of cyclists in Queretaro is above 30 validating the prioritization of home-work links first, students cannot be ignored. Phases 1 and 2 offer a solid foundation for connecting the most impactful links between where cyclists live and work, and it is equally important to provide similar connections for those cycling to school.

Phase 3 also expands the recreational loop to over 20km. The more this route grows, the better

chance it has to foster a culture of cycling, showing residents that the bicycle is not only for marginalized communities, but for people of all income levels. Furthermore, recreational cycling brings economic and public health benefits.

Cyclists on recreational trails tend to purchase food and equipment boosting local spending while building recreational cycling loops enhances public health through the promotion of active lifestyles.1

1 Macdonald, Stuart. (2011). Evidence of Many Varieties of Economic Benefits Linked to Trails. American Trails Magazine. http://www.americantrails.org/resources/economics/economic-benefits-trails-

At right Figure 25: Phase 3 of bicycle network

Photo 47: School children at bus stop

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PHASE 3

197 km PHASES 4-8 While the build out of the remaining network is still important, the current build out at the end of Phase 3 achieves the municipality’s primary goal of building 100 km of bike lanes, and would announce Queretaro’s arrival as a bicyclefriendly city. Every effort should be made to complete the network, but the remaining phases are of a much lower priority. Phases 4-6 fill in the network in the central core and expand to the fast growing neighborhoods in the north, while Phases 7-8 bolster the recreational trails and set up the city to host events similar to Bogota’s Ciclovia where a certain number of kilometers of bike lanes are shut down each week to encourage leisurely riding.

BENEFITS In addition to some socioeconomic and environmental benefits called out in the phasing above (connections between marginalized

Photo 48: Recreational cycle trail

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neighborhoods to destinations and the creation of recreational trails), the fully built out network will also reduce travel time and support multipurpose trips.

At right Figure 26: Phase 4 of bicycle network Page 74 Figure 27: Phase 5 of bicycle network Page 75 Figure 28: Phase 6 of bicycle network Page 76 Figure 29: Phase 7 of bicycle network Page 77 Figure 30: Phase 8 of bicycle network

PHASE 4

PHASE 5

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PHASE 6

PHASE 7

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PHASE 8

REDUCED TRAVEL TIME A male working in the manufacturing industry living in southern Queretaro currently has a commute time of 1.5 hours via public transportation. The implementation of the connected bike network will cut his travel time in half. It would improve his flexibility as he no longer wastes time sitting in traffic or deals with long and inconsistent transfer times.

Bus Commute

Bicycle Commute

+

Figure 31: Commute trip by transit

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Figure 32: Commute trip by bicycle

+ waiting time = 1.5 hour

= 45 min

Figure 33: Travel time savings potential

Interventions | 81

MULTI-PURPOSE TRIPS As elaborated in the existing conditions section, well-protected bike lanes that support multipurpose trips are needed to increase the small share of existing female cyclists. PHoto 50 demonstrates how the proposed system supports these multi-purpose trips leading to enhanced gender equity in cycling.

By positioning multiple destinations on the bike network, a female living in a northern neighborhood of Queretaro would be able to bike to work in the morning before biking to a friend’s house after work following be a trip to the grocery store before returning home. Without the implementation of the proposed network, this trip is burdensome on public transportation, but cycling on the network will allow her to accomplish all activities in one day, preventing her choosing between them.

Photo 49: Example of multi-purpose trip

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Overall, building a well-connected network accomplishes the plan’s two goals of improving equity and advancing a cultural shift and addresses the five key themes at a macro scale.

The built out network will enhance mobility and accessibility connecting residents and tourists to various destinations and resources. It focuses on serving disadvantaged low-income residents, including the small cohort of female cyclists, and entices new residents to cycle with an enhanced commuting and recreational network.

By attracting more people to cycle, air quality and public health can be improved significantly, thereby helping Queretaro become an even more enjoyable place to live.

Building out the bicycle network enhances conditions for existing riders and presents cycling as a more viable transportation option for all.

ACCESS

Connect residents and tourists to various destination

HERITAGE

Draw riders into the historic center

GENDER

Support multi-purpose trips

PUBLIC HEALTH

Promote physical activity through recreational trails

LAND USE & ENVIRONMENT

Reduce travel time and improve air quality Interventions | 83

INTERSECTION DESIGN

4.3 INTERSECTION DESIGN

EXISTING CONDITIONS

The central goal of this bicycle network is to provide safe, comfortable, and useful routes for travelers who might be persuaded to go by bike. While abundant attention is typically paid to how a network’s lanes meet this standard, the network’s junctions are not always subjected to the same level of scrutiny.

The most dangerous intersections in Queretaro are those at which major arterials intersect the city’s major highways. Such intersections combine the dangers of roads with high design speeds and multiple lanes with the added complexity of highway entrance and exit ramps.

This is a mistake: safe and useful network junctions are vital to the health and success of a system, yet they are often dangerous and stressful. If a potential cyclist realizes that they must cross an intersection filled with many lanes of speeding and turning cars, they will not use their bicycle for that trip.

It is absolutely essential to the success of Queretaro’s future cycle network, that the city’s most challenging intersections be re-designed to provide safe routes for cyclists to navigate.

There are ten such intersections that interact with the proposed bicycle network in Queretaro.

This intervention examines two of them, both on Avenida Corregidora, a major north-south arterial included in Phase 1 of our proposed network phasing. Avenida Corregidora connects major neighborhoods in the north and south of Queretaro to the central city and its many resources.

At right Figure 34: Bicycle-highway intersections

“Focus on the junctions, they’re always the hardest part of a cycle network to design.”

- Phil Berczuk, Steer Davies Gleave

Photo 50: Bike lane ending at major road

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Interventions | 87

SOUTHERN PASSAGE At the southern passage intersection, Avenida Corregidora passes underneath Carretera Federal 45, a Federal highway connecting Queretaro to CDMX and other major population centers. The street is three lanes wide in both directions, with non-signalized highway entrance ramps and signalized exit ramps.

Additionally, a long segment of the northern side of Avenida Corregidora lacks a sidewalk or curb, and drivers can pull off at any time to park at adjacent businesses.

Due to the presence of a highway cloverleaf just over 300 meters to the east, on Avenida Luis Pasteur, highway entrance and exit ramps are unnecessary on Avenida Corregidora at this location. The intervention shown in Figure 34 envisions a section of Avenida Corregidora re-designed for bicycle safety and comfort. A new curb is installed, with improved pedestrian amenities, while a protected bicycle lane keeps cyclists secure. The highway entrance ramp is

fully re-designed to force drivers into sharper and slower turns, enhancing overall road safety for travelers using all modes.

These short-term interventions can lay the groundwork for longer-term changes to the Southern Passage intersection: the second plan illustration in Figure 37 shows how the highway intersection can eventually be removed entirely.

Bikeway protection can also be enhanced over time, moving from flexible bollards to planters and curbs.

SOUTHERN PASSAGE BEFORE

Figure 36: Existing conditions at Southern Passage

SOUTHERN PASSAGE AFTER

Figure 35: Possible northbound vehicle routes

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Figure 37: Preferred cycling infrastructure

Interventions | 89

NORTHERN PASSAGE At the northern passage intersection, the intersection of the Bernardo Quintana highway, six lanes on Avenida Corregidora, and an island bus stop and bus turnaround, results in a nearly impossible challenge for cyclists to navigate, as seen in Figure 38. Due to the extreme complexity of this particular intersection, it may not be possible to achieve safe bicycle conditions using by tweaking the existing configuration. In this case, a major infrastructure project is likely the best solution to cycling through this junction.

Figure 38: Southern Passage of Corregidora with bike lanes

There is interest from Municipal President Aguilar in a signature project of cycling infrastructure and the southern passage is an ideal location for such a centerpiece. This intersection lies along the path that at least 100,000 Queretanos would take to reach the city center. To allow this population to access the city by bike, unlocking this intersection is paramount.

Figure 39: Removal of highway ramps

Photo 51: Bernardo Quintana Highway underpass

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The solution of bridging troublesome intersections of highways has already been used successfully in other parts of the world.

Two examples of this are the Martin Olav Sabo Bridge, in Minneapolis, USA, and the Hovenring in Eindhoven, Netherlands. The bridge shown in the Figures 40 and 41 would join these famous examples as a globally-acclaimed piece of firstclass cycling infrastructure, all the while serving countless Queretanos everyday.

Interventions | 91

NORTHERN PASSAGE BEFORE

Figure 40: Complicated traffic patterns

NORTHERN PASSAGE AFTER

Figure 41: Bridge traversing Bernardo Quintana Highway

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NORTHERN PASSAGE BRIDGE

Figure 42: Bicycle bridge view 1

NORTHERN PASSAGE BRIDGE

Figure 43: Bicycle bridge view 2

Interventions | 93

Cycling bridges in Minneapolis and Eindhoven have dealt with highway intersections with major infrastructure.

MARTIN OLAV SABO BRIDGE The Martin Olav Sabo Bridge in Minneapolis, USA crosses a multilane highway, allowing the city’s most popular bicycle trail to safely overcome a major physical obstacle.

Fixing Queretaro’s most inhospitable intersections ensures the success of the future bicycle network.

Source: walkerart.org

ACCESS

Connect destinations on the other side of the freeway loop

HERITAGE

Improve ability of outlying residents to reach historic center

GENDER

Improve bicycle network safety at its most unsafe points

PUBLIC HEALTH

Reduce likelihood of crashes at dangerous locations

LAND USE & ENVIRONMENT

Redirect attention to sustainable transport interventions

HOVENRING, AMSTERDAM, NETHERLANDS The Hovenring, in Eindhoven, Netherlands, connects three towns that end in “hoven.” It is an elevated cycle roundabout that allows cyclists to safely navigate the intersection of several major roads.

Source: Twisted Sifter

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NEIGHBORHOOD NETWORKS

4.2 NEIGHBORHOOD NETWORKS: SANTA MARIA DE MAGDALENA A city bike network can be considered as a system of trunk and feeder routes. The bike routes proposed in “Building the network� are the trunk routes, connecting major citywide resources and running along busy streets. But the life of the city comes from the neighborhoods, and so attention must be paid to the accommodations for the bicycle within neighborhoods.

The Steer Davies Gleave largely omits bicycle infrastructure within specific neighborhoods, focusing instead on the overall network and a few site-specific interventions. The purpose of this project is to demonstrate how neighborhood networks can be developed to complement the trunk-feeder system in the city.

There are many neighborhoods in Queretaro which are poor and on the periphery, but many already have high rates of cycling, and the potential to grow a cycling culture even further. The project will focus on Santa Maria de

Magdalena, a poor neighborhood with a high cycling rate, but little dedicated infrastructure.

The bicyclists in the area are in need of affordable, convenient, comfortable, and safe transportation accommodations. The trunk route proposed in the project is planned to be implemented in phase 2 of the overall phasing plan.

To improve cycling condition in Santa Maria de Magdalena, two strategies are proposed in the project. One involves physical interventions, simply described as building bicycle infrastructure in the neighborhood. The other is programmatic interventions, such as education and service programs. With these strategies, we envision Santa Maria de Magdalena to be a bicycle-friendly neighborhood, where people bicycle not just because they have no other options, but because it is safe and convenient and fully integrated into daily life.

At right Figure 44: Fringe neighborhoods in Queretaro at edge of

cycling infrastructure

Photo 52: Road construction in Santa Maria de Magdalena

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Queretaro Bike Study | Interventions | Neighborhood Interventions Networks | 99

EXISTING CONDITIONS Santa Maria de Magdalena is located on the western fringe of Queretaro. It is generally flat, which is good for cycling. It is divided by a river and a railroad track. Residential and agricultural land uses characterize the neighborhood. Over the last decade, Santa Maria de Magdalena has experienced a lot of development. With the rapid growth of the city, Santa Maria de Magdalena is expected to continue to see more development and population growth. More and better transportation infrastructure are needed to accommodate this change.

Santa Maria de Magdalena is a predominantly low-income neighborhood with a disadvantaged population. Of the neighborhood’s 9,099 residents, 31% are unemployed, only 36% own cars, and only 19% have education beyond high school. Santa Maria is also a relatively young

neighborhood: 37% of residents are under 18 years old. Many young people depend on bicycles for school, making Santa Maria de Magdalena a promising place for cultivating a healthy bicycle culture.1 Santa Maria’s transportation infrastructure is highly imbalanced: many residents depend on bicycles in everyday life, for school, work and leisure, but there is no bicycle infrastructure in the neighborhood. Bus service is also limited: only the route 38 bus runs through the neighborhood, and Santa Maria’s narrow sidewalks make it is difficult for bus riders to board, alight, and wait for the bus.

Despite the fact that only 36% residents own cars, excessive transportation infrastructure resources are dedicated to automobiles. It would be prudent to allocate more resources 1 http://mexico.pueblosamerica.com/i/santa-maria-magdalena-3

to non-auto uses and serve the needs of the majority of the residents. The existing physical conditions in Santa Maria de Magdalena provide opportunities and challenges with regard to building bicycle infrastructure. Most roads in the neighborhood are paved and 2-way, which provides room for building bicycle infrastructure.

However, there are limited crossings over the railroad and the river, making the road network not accessible enough.

Planning for bicycle infrastructures should consider where people go in daily life. Currently, there are 326 employers in Santa Maria de Magdalena. Many of them are small-scaled groceries and services stores. There are 6 schools located in this neighborhood, serving the large young population in the neighborhood.

Plaza, markets, sport fields, parks and churches are also the places people frequently go in everyday life.

INTERVENTIONS Three levels of physical interventions are planned for Santa Maria de Magdalena: the first level (see Figure 43) is to establish a trunk route through Santa Maria de Magdalena to supplement the city trunk bike network and connect the neighborhood to points north. The second level is to develop major feeder routes (see Figure 47) with dedicated bike lanes and sidewalk improvement. The third level (see figure 51) is to establish minor feeder routes.

These minor feeder routes are mainly in the residential areas and will feature minor traffic calming interventions.

Photo 53: Cycling in Santa Maria de Magdalena

Photo 54: Inadequate cycling infrastructure

Photo 57: Modal conflicts

Photo 58: Narrow sidewalks

Photo 55: Children crossing rail

Photo 56: Women and child on bike

Photo 59: River Crossing

Photo 60: Cargo bike

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Interventions | 101

AV MIGUEL HIDALGO In the Steer Davies Gleave bike plan there is one proposed bicycle route that touches the south of the Santa Maria neighborhood, which is currently under construction. This route does not connect to a parallel route to the north, however, missing a key opportunity to create a circuit through the network and expand resident mobility in multiple directions. We propose to extend the southern route to the north, as shown by the yellow line Figure 43.

This extended north-south route will enable Santa Maria de Magdalena and other neighborhoods along its path to access industrial areas to the north without traveling out of the way towards the center of the city. It will also improve accessibility for Santa Maria to city resources accessible through new links in the city-wide bicycle network.

North-South thoroughfare runs across the neighborhood’s entire extent and serves as its primary commercial corridor. Bus 38 runs on the west side of the street. There are two general use lanes and a parking lane, which makes the street quite crowded.

AV MIGUEL HIDALGO BEFORE

Our design for Avenida Miguel Hidalgo proposes to convert the parking lane to a bike lane and the left general use lane to be a shared lane for cyclists. The sidewalk will be expanded to provide more room for bus riders and pedestrians.

To improve safety, lighting and bike lane signs are proposed. With these interventions, Avenida Miguel Hidalgo will become a multi-modal corridor with improved transportation condition for cyclists, pedestrians and bus riders.

The most suitable street for this northern extension is Avenida Miguel Hidalgo. This

Figure 47: Before section of Av Miguel Hidalgo

AV MIGUEL HIDALGO AFTER

Existing SDG Proposed Proposed+ Figure 45: Existing and proposed main trunk routes

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Figure 46: Existing and proposed bicycle infrastructure

Figure 48: After section of Av Miguel Hidalgo

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AVEINDA REVOLUCION Avenida Revolucion and Avenida San Jose are the most suitable candidates to serve as the major neighborhood feeder bike routes, as seen in Figure 47. Avenida Revolucion has bus 38 running on its east lane and connects two schools. San Jose is close to the neighborhood center and the resources.

AV REVOLUCION BEFORE

There are currently two general use lanes on Avenida Revolucion. The sidewalks are quite narrow and the parked cars sometimes hinder the smooth operation of the bus. We propose to convert the right lane to a bus only lane and the left lane to two-way bike lanes. The sidewalk on the bus side will be expanded for bus riders and pedestrians. When the bus is not running in the night, trucks could use the bus lane for loading.

Figure 51: Before section of Av Revolucion

AV REVOLUCION AFTER

Figure 49: Proposed network

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Figure 50: Proposed network with points of interest

Figure 52: After section of Av Revolucion

Interventions | 105

AV SAN JOSE There are also two general use lanes on San Jose, as seen in Figure 52. It is wider than Av Revolucion, resulting in room for relatively wider bike lanes. We also propose to expand both sides of the sidewalk, as seen in Figure 53. With these interventions, San Jose will become the most bike and pedestrian friendly street in the neighborhood, with a higher capacity.

MINOR FEEDER ROUTES For the third level of physical interventions, we choose several streets to make minor changes, shown by the green lines on the map. These streets are chosen considering the connectivity to neighborhood resources and the multipurpose trip network. Traffic calming measures such as speed limits, turns, and bumps will be applied in these streets to lower the speed of automobiles and provide a safer environment for cyclists and pedestrians.

With the three levels of interventions, the bike network we proposed connects major resources in the neighborhood. They also constitute a multi-purpose trip network. This route shown here provides an example. A woman starts from home to pick her child at school. Then she sends the child to the soccer field for a while, after which they go the market to buy some food and bring it home.

AV SAN JOSE BEFORE

In addition to the proposed network, we also call for some bike parking near key resources, such as schools, plaza, parks, and sport fields. For example, in front of the school, bike racks could be installed to allow students who bike to school to park their bikes. These parking facilities make it more convenient for cyclists to cycle and encourage more cycling.

Figure 54: Before section of Av San Jose

AV SAN JOSE AFTER

Figure 53: Traffic calming Figure 55: After section of Av San Jose

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SOCIAL PROGRAMMING To let the physical interventions achieve their maximum efficiency and impact, social programs are needed to support them. We want to introduce two programs to Santa Maria de Magdalena: safe routes to school and easy ride neighborhood.

There are six schools in the neighborhood, and a high percentage of the neighborhood’s population are youth. These programs would target them in the hope of cultivating a healthy and safe cycling culture in Santa Maria de Magdalena. The program will provide monthly bicycle training and safety education classes.

The program will hold some events to promote safe cycling and active lifestyle. On the bike to school day, students will be incentivized to bike to school, for example with extra credit. A healthy living festival could be held, with bikerelated activities and competitions introduced to stimulate students’ interest of cycling.

Photo 62: Cargo bike

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The cyclists who frequently ride bicycles in Santa Maria de Magdalena undoubtedly experience limitations with their bicycles such as repair needs. The residents might sometimes want to use a cargo bike but do not have one.

The easy ride neighborhood program aims to make cycling easier and more convenient for citizens. This program will provide services such as cargo bike rental and free maintenance to the residents. There will also be safety education for both for cyclists and auto drivers on the rules of the road.

COST ANALYSIS AND FUNDING The estimated cost for the entire suite of interventions is about 6 million pesos, equivalent to three hundred thousand US dollars.

For the funding sources, the Governor of the State of Queretaro announced an investment of 29 million pesos to improve the infrastructure of schools at Santa Maria de Magdalena in 2015, which might be used for the construction of bike lanes around schools and the safe routes to school program. Since this project will happen in and benefit the neighborhood, some local support from local residents or organizations should be sought. For example, Farmacias Similares, a local drug store chain might also be a potential sponsor, perhaps advertising on the cargo bikes and bike racks.

Photo 61: Youth educational campaign

Source: http://saferoutesphilly.org/

Neighborhood bike planning increases the mobility of disadvantaged populations and promotes a safe and convenient cycling environment in neighborhoods

ACCESS

Create connections and programs within neighborhoods

HERITAGE

Improve cycling access to heritage and cultural sites

GENDER

Promote female cycling through multipurpose trip network

PUBLIC HEALTH

Improve roadway safety and physical activity

LAND USE & ENVIRONMENT

Promote sustainable urbanization and travel Interventions | 109

CORE CONNECTIONS

4.4 CORE CONNECTIONS The historic center of Queretaro is the city’s cultural and physical heart. Creating connections within the boundaries of the UNESCO World Heritage-designated downtown will make it more bikeable, walkable, sustainable, and accessible to tourists and Queretanos. These connections will increase access to important cultural and historic sites and make the historic center better for people who live there, work there, and visit.

These interventions are intended to build on the considerable strengths already present within the historic center, take advantage of the momentum of existing bicycle programming and infrastructure in the area, and set the groundwork for a future in which Queretaro’s historic center is a truly walkable and bikeable neighborhood.

Because the historic center is a UNESCO World Heritage Site, all interventions must strive to

accomplish the goals set forth by its governing document, the Plan Parcial de Desarrollo Urbano para la Zona de Monumentos y Barrios Tradicionales de la Ciudad de Santiago de Querétaro in addition to the goals and objectives of any state or municipal plan. This governing document, published in 2008 by the State Government of Queretaro in conjunction with the municipality, identifies the importance of the historic core as the “formative nucleus” of the city, noting that it is a “physical witness of collective [Queretano] history and a source of regional identity.”1 The UNESCO plan sets down specific strategic objectives for the maintenance and improvement of the district, focusing especially on the reclamation of public space through the establishment of a new model of mobility that encourages trips by bicycle, foot, and bus, and discourages car use. Fundamentally, the document envisions a future in which the historic center remains a vibrant and accessible space with an improved urban image and

human scale. This is to be accomplished using context-sensitive solutions that are compatible with historic preservation and integration with the downtown’s important physical traits and architectural styles. All interventions described in this section were based upon the guiding principles of the UNESCO plan, and strive to help achieve the specific goals and objectives it proposes in flexible, phaseable, and contextappropriate ways.

Increased pedestrianization and elimination of motorized traffic is the primary long-term goal for Queretaro’s Historic downtown; the streets in the UNECSO core that are already closed to cars, although few, see high cycling by tourists and are sites of increased social interaction.

The roll-out of the QueBici bicycle share network will add cyclists to these spaces and create the need for more and better bicycle infrastructure in the short and medium terms.

The following interventions are intended as preliminary steps on the road to converting the

historic center into a seamless experience for everyone traveling by foot or on a bicycle.1 1 Gobierno Del Estado de Queretaro and Municipio de Queretaro, “Plan Parcial de Desarrollo Urbano para la Zona de Monumentos y Barrios Tradicionales de la Ciudad de Santiago de Querétaro Versión Abreviada Diciembre de 2007,” Periódico Oficial (Queretaro, MX: Gobierno Municipal, April 1, 2008).

CASE STUDY: Seville, Spain

The success in Seville demonstrates that cities with a dense historic core can integrate cycling culture into the fabric of their downtowns through increased road reclamation and pedestrianizing: Seville’s Casco Antiguo contains almost 37km of car-free streets, making designated cycling lanes unnecessary within the downtown. Because the center of the city is so closed to motorized traffic, Seville focused on creating a network of protected bicycle lanes outside the core, and raised their commute cycling mode share from 0.5% to 6% in only 4 years, and their noncommuter journey bicycle mode share to 9% in the same period.

Source: Peter Walker, “How Seville Transformed Itself into the Cycling Capital of Southern Europe,” The Guardian, January 28, 2015. https://www.theguardian.com/cities/2015/jan/28/sevillecycling-capital-southern-europe-bike-lanes.

“Establish a new model of mobility, focusing on shifting transportation to new modes within the UNESCO center in the medium-term. Increase travel on foot, the use of public transit, and, the bicycle while disincentivizing travel by private car, without compromising the overall mobility of all citizens.”

“[Aim for the] collective recovery of public space and adequate tree-lined streets and squares.” “[Emphasize] urban and architectural treatment compatible with heritage conservation, promoting the revitalization of physical structures of historical value and the modern and prudent use of historic buildings and existing public and private infrastructure.”

Plan Parcial de Desarrollo Urbano para la Zona de Monumentos y Barrios Tradicionales de la Ciudad de Santiago de Querétaro 112 | CYCLE, QRO

Photo 63: Cycling tours in Historic Center

Interventions | 113

EXISTING CONDITIONS Although the historic center is generally a better place to bicycle than many other parts of Queretaro, it poses some unique challenges to cyclists. The primary barrier to safe and easy cycling in the area is its network of narrow, oneway streets, some of which change direction or end abruptly. For cyclists who choose to ride with traffic and obey the rules of the road, finding direct paths through the downtown can pose challenges and risks.

The only existing bicycle infrastructure is a one-way eastbound bicycle lane along Avenida Universidad, which forms the Northern edge of the downtown. The riding conditions along this stretch of road are far from ideal, and its unintended use as a bi-directional cycle track, due to the absence of a designated or protected westbound route anywhere in the area, contributes to hazardous conditions.

Additionally, this existing infrastructure does not help cyclists who wish to get into, through, or around the interior of the UNESCO historic area, which contains the bulk of the neighborhood’s restaurants, bars, hotels, historic sites, monuments, museums, theaters, public squares, pedestrian streets, and retail outlets.

The Steer Davies Gleave mobility plan referenced in earlier chapters calls for a NorthSouth route through the historic center along Avenida Corregidora, a westbound route through the historic center along Calle 5 de Mayo, and an outer loop along the borders of the historic center that runs Northbound on Avenida Technologica, Eastbound on Avenida Universidad, Southbound on Avenida Circunavalacion, and East-West on Calle Ignacio Zaragoza. Additionally, street conditions along the four roads that comprise the outer loop around the historic core make them inhospitable to cyclists. Even Avenida

Historic Center Street Directions

Universidad, which features existing cycling infrastructure, is challenging. It is unrealistic to expect tourists or residents visiting the center to use these routes to get to different locations within the core.

While this existing network allows cyclists to travel clockwise around the historic core as well as along its primary North-South axis, it does little to create safe routes within the core, between internal points of interest. As shown in Figure 55, movement throughout the core is limited: the outer loop (shown in yellow) provides limited mobility around the edge of the area but not within it, and the central cross (shown in red) provides a good North-South passage but no Eastbound route to compliment the Westbound route along Calle 5 de Mayo.

Movement in Historic Center UNESCO River

dad iversi a Un d i n Ave

Parks & Plazas

Pedestrian ida en Av

Bike Lanes

unavalacion Circ

North/South Eastbound Westbound Loop

d le 5 Cal

a yo eM

C ida Aven

River

ido

ra

C a ll

Figure 56: Complicated street layout

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Existing

eg orr

ca nologi ech T ida en Av

Two-Way

e Ig

nac

a io Z

rag

o

za

Proposed Points of Interest QueBici station

Figure 57: SDG network with points of interest and QueBici stations

Interventions | 115

PROPOSED INTERVENTIONS To create a more viable internal network— one that will allow people to navigate within the historic center rather than merely through it—an additional set of network links must be established within the core. Figure 56 proposes one possibility for these additional links.

The creation of an additional network within the routes already proposed would enable additional safe, fluid movement throughout the historic core, allowing cyclists to access sites and destinations by bicycle. An example of the type of additional movements facilitated by this kind of addition network is represented in Figure 57.

The internal route proposed in these maps, which we are calling the inner loop, maximizes movement throughout the downtown while

Proposed Network

minimizing parking and traffic disruption and providing maximum access to the bulk of the center’s points-of-interest, but other routes can and should be investigated for their efficacy and ease of implementation.

Interventions along these routes could be undertaken in flexible, phased steps that can be adjusted and tweaked depending on community feedback and observed use after piloting.

Figure 58 demonstrates a low-impact, contextsensitive approach to creative visible cycling space on some of the historic core’s smaller one-way streets without parking. Simple road makings designating shared lanes will remind cars to share the road and simultaneously give cyclists visual reinforcement of their rights to the road and ability to take the lane. Light physical interventions like these have a minimal impact on the historic cobblestone streets and can

be transformed into more-permanent contextsensitive solutions as routes are chosen and solidified, as shown in Photo 65.

Another flexible but impactful intervention in the core, one more appropriate to large avenues like Avenida Corregidora, is shown in Figure 59 and 60. Demarcating a cycle track with planters provides a moveable, flexible solution that adds greenery and permeable surface to Queretaro’s streets and simultaneously creates physical barriers between automobiles and bicycles.

Native plants, already used by the Municipal Government for landscaping throughout the city, can provide additional beautification to the UNESCO center’s streets. Additionally, planters can be relocated during pilot testing, making this solution inexpensive, easily to implement, and highly flexible.

The long-term goal of this analysis and program of interventions is to identify streets that can eventually be closed to traffic and transformed into a robust, walkable and bikeable network within the historic center. imagines this reality, transforming a street with narrow sidewalks on which space is currently devoted primarily to automobiles into a bicycle-and-pedestrian thoroughfare connecting Queretaro’s beautiful public spaces and abundant attractions.

Movement in Historic Center

idad nivers U a nid Ave

ida en Av

eg orr

ido ra

ca nologi ech T ida en v A

unavalacion Circ

a yo eM

C ida Aven

d le 5 Cal

eI C a ll

Figure 58: Additionally proposed bicycle lanes

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gna

ci o

ra Za

go

za

Figure 59: Illustration of increased movement in the Historic Center

Interventions | 117

STREET BEFORE

STREET AFTER

Figure 60: Before and after of context sensative shared bicycle lanes

STREET BEFORE

Figure 61: Before of Historic Center Street

CASE STUDY Examples from Paris, Amsterdam, and Bruges demonstrate the way in which bicycle infrastructure can be implemented in contextsensitive fashion in historic spaces. These examples highlight some of the ways in which Queretaro can create bicycle space in the UNESCO core while preserving its historic integrity.

Photo 64: Context sensitive bicycle infrastructure in Paris, Amsterdam, and Bruges

Source: https://rebuildingtherustbelt.org/2014/12, https://adventuresoncstreet.wordpress.com

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STREET AFTER

Figure 62: After of Historic Center street

Interventions | 119

EXISTING

PROPOSED

Creating strong core connections increases access to important cultural sites and makes the historic center more livable.

Figure 63: Before and after of pedestrianized street in Historic Center

INTERVENTION STAGES AND PHASING Because these interventions are of the “lighter quicker cheaper” variety, they can be selectively piloted and adjusted as the reality on the ground changes. These interventions are intended to allow the municipality flexibility and give city staff the ability to creatively experiment with different routes and access points until a preferred alternative is identified and a permanent route is chosen. These initial interventions can be incrementally upgraded to more permanent solutions, gradually phasing automotive vehicles out of the heart of the UNESCO site.

Shared lanes could be gradually transformed into so-called “naked streets,” which operate on the principle that creating a greater sense of uncertainty regarding right-of-way and speed on mixed-use thoroughfares will cause drivers to naturally drive more cautiously and at lower 120 | CYCLE, QRO

speeds. Because converting a standard street into a naked street requires the removal of all “hard” safety measures (such as curbs, safety barriers, and traffic lights) this step would only be appropriate following initial pilot testing and incremental alterations and would constitute a major renovation to the historic downtown.1 A final step would be to close streets to automotive traffic entirely. Some vehicular access into the core would necessarily remain for deliveries and loading/unloading, but bicycle-friendly-business certifications using bicycle delivery from nearby markets and other local vendors could replace some truck traffic within the downtown and simultaneously help localize supply chains, creating greater economic links between restaurants, hotels and store within the historic core and economic centers directly outside its boundaries.

1 Warwick, Mihaly. “Naked Streets.” Wordpress Blog. Streets Without Cars, January 24, 2014. https://streetswithoutcars.wordpress. com/2014/01/24/naked-streets/.

ACCESS

Establish bicycle navigation through historic center

HERITAGE

Reclaim public space for context-sensitive travel

GENDER

PUBLIC HEALTH

Improve safe conditions and encourage recreational cycling

LAND USE & ENVIRONMENT

Make multi-modal travel more visible Interventions | 121

MARKET PLANNING

INTERVENTION OVERVIEW As a hub for commercial activity and food access, marketplaces are a key resource to many communities around the world.

Both formally and informally organized, agglomerations of vendors from across the city come together in markets to sell goods to the public. Networks of markets across a city act as key routes and destinations for residents and businesses. Due to high levels of traffic, careful planning should take place in the areas surrounding and connecting to markets to ensure safe and efficient travel.

Our plan develops a two-pronged strategy for encouraging access to markets in Queretaro that will benefit the general public as well as the vendors within.

This intervention focuses on one of the cities largest and oldest markets, Mercado General Mariano Escobedo, as a pilot for our

interventions due to its central location and connectivity within the proposed bicycle and current transit network, as seen in Figures 62 and 63. This strategy includes improving the public space surrounding the market, and the creation of a bicycle-friendly business program.

Together, these two strategies promote equity through encouraging mobility for multi-purpose trips as well as encouraging a culture shift towards sustainable travel through a renewed focus on local, shorter distance trips.

PROPOSED BICYCLE LANES

THE IMPORTANCE OF MARKETS Markets are a central part of daily life and travel, particularly for women. They are a destination for both economic opportunities for female entrepreneurs and a source of household goods and food. Many of the women working as vendors in markets tend to be low income and dependent on the prosperity of the commercial environment around them. By improving Figure 64: Market proximity to proposed bicycle lanes

CURRENT TRANSIT ROUTES

Photo 65: Interior of Mercado General Mariano Escobedo

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Figure 65: Market proximity to public transit routes

Interventions | 125

market conditions and encouraging the economic success of markets, a city can create opportunities for these women. Markets are one of the few places where women’s work crosses over into the public sphere.1 For many women running daily errands for their households or informal businesses, markets are a destination within a series of daily trips. In planning improvements for these markets, the needs of female workers and shoppers should be heavily considered.

Planning for markets also places an emphasis on local food and local travel. Traditionally, the produce sold in markets has been grown locally by farmers on the outskirts of the urban area. This emphasis on local food and local travel is well entrenched in many Latin American cities, however some cities in Mexico are seeing a growth in grocery stores and largescale distribution of food. This shift towards the corporate food distribution model is influenced by the deregulation of foreign direct investment, improvements in mass distribution technology,

Figure 66: Location of Mercado General Mariano Escobedo

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and the growth of mass consumer markets.2 Many cities in the United States have been trying to switch back from this model through a renewed focus on local food resources. Seattle has integrated food systems planning into their comprehensive regional plan with their Seattle Food Action Plan.

One of the goals of this plan was to discourage auto-dependent food access. To achieve this, they focus on the health, safety, and sustainability of market improvements.3 Following Seattle’s example, Queretaro can encourage non-motorized mobility through market planning.

1 Weismantel, Mary J. “Cities for Women.” Cholas and Pishtacos: Stories of Race and Sex in the Andes. Chicago: U of Chicago, 2001.

2 Gasca, Jose, and Felipe Torres. “Corporate Control of Food Distribution in Mexico.” Problemas Del Desarrollo 45.176 (2014): 133-55. UNAM, 15 Aug. 2015.

3 “Food Action Plan.” Office of Sustainability & Environment. City of Seattle, Oct. 2012.

Photo 66: Market parking lot

EXISTING CONDITIONS Narrowing our focus on Mercado General Mariano Escobedo, we can see how the growing dependency on cars has negatively influenced the public space outside the market.

Surrounding the walls of the market, the majority of the space is dedicated to car parking, truck loading, and driving space, as seen in Photo 67.

This space is not well organized and creates many conflict points between travelers. Loading often happens in the middle of the parking lot, as seen in Photo 69, blocking up both free flow and parking spots. The pedestrian-dedicated space is minimal with narrow sidewalks that are easily blocked by goods or cars, as seen in Photo 68. Conditions are similar for those visitors and workers who travel to the market by bicycle. Many pedestrians are likely coming from the transit stops in the area. The market is served by over 56 bus lines, as seen in Figure 62. Due to this high level of service as well as the large proportion of low-income vendors and shopper in the market, we can assume that many visitors to the market are travelling by transit from areas across the city and walking to

Photo 67: Poor pedestrian infrastruture around market

the market. The unsafe conditions and lack of bicycle parking are likely discouraging for many pedestrians and cyclists and may influence a traveler to seek out another mode or market option.

INTERVENTIONS Because the market is located just south of the historic center, an extension of the livability and safety of the public spaces is needed for Mercado General Mariano Escobedo.

Enhancing the public and pedestrian space outside of the market would benefit a variety of travelers by easing the travel time and distances, as well as improving safe conditions.

A designation of public space for pedestrians separated from car traffic by planters and benches would encourage trips and reduce conflicts between modes. Designated, enforced loading zones for the market benefit the vendors and the shoppers by creating efficiency and further reducing conflicts. This space would provide opportunity for outside vendors to sell goods not sold in the market and be a destination for many of the tourists to the city.

Photo 68: Produce loading in parking lot

Interventions | 127

MERCADO GENERAL MARIANO ESCOBEDO BEFORE

Figure 68: Before conditions of market frontage

An additional tourist destination outside of the center provides the city with the opportunity to extend tourists’ length of stay. Encouraging trips by bicycle provides tourists with a greater range of travel and allow them to see parts of the city not easily seen by walking. Bicycle parking is a necessary aspect for encouraging bicycle trips, both by vendors, shoppers, and tourists to allow travelers a safe space for their bicycle while in the market (Figures 65 and 66) These improvements to public space and bicycle facilities show a dedication to nonmotorized travelers. This dedication relates to the second prong of the market planning strategies: a bicycle friendly business program.

This program would involve a certification of local businesses who promote the needs of bicyclists around the city. Seattle has a similar program, embracing the fact that cycling supports a thriving business network. Pike Place Market, Seattle’s largest and most wellknown market, is a member of this network thanks to its promotion of local vendors and

MERCADO GENERAL MARIANO ESCOBEDO AFTER

increasing presence of bicycling parking. A key part of the program would be a bicycle courier delivery program between Mercado Escobedo and businesses in the historic center. 59 hotels and restaurants fall within a 1.5 km (~1 mi) range of the market, an easily bikeable distance on a cargo bike, as visualized in Figure 67.

These businesses could benefit from bicycle delivery from the market, reducing the number of truck deliveries which present difficulties in the small, tight, street network in the historic center. Businesses like Maria y Su Bici, a restaurant in the historic center, could gain program certification by adding bicycle parking and having their produce delivered by bicycle from Mercado General Mariano Escobedo.

To assist with this program, the city should subsidize the use of cargo bikes by the vendors in the market for bicycle delivery. This financial assistance would alleviate the burden of purchasing a new vehicle and encourage the proper equipment needed for delivery.

Additionally, designating a bicycle loading zone outside the market would physically legitimize the needs of vendors would want to participate in the program. This program provides the vendors of the market with a new source of income as well as encouraging the goals of the bicycle plan to encourage bicycle travel across the city.

Together, these two strategies have the potential to target the needs of markets around the city through improvements to the public space outside and integration into the business community. This two step model can be used on markets around the city which can improve the mobility and livability for many residents.

The market improvements would occur as the key routes are built in phases 1 through 3 of the bicycle network plan. In addition to the bicycle lane infrastructure, the two market planning strategies can help better integrate these economic hubs in with the greater network.

Figure 67: After conditions of market frontage

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Figure 69: 1.5km bicycle delivery buffer from market

Interventions | 129

Programming in cities like Portland and Seattle set examples for promoting business through bicycling.

SEATTLE BICYCLE FRIENDLY BUSINESS PROGRAM The city created a bicycle friendly business program to record and map the various businesses that use programming and practices to target the needs of bicyclists. The map above shows a still from their webpage that maps the locations of the businesses across the city. Pike Place Market is featured within the network due to its focus on local businesses and increasing bicycle parking.

Market planning promotes mobility for multipurpose trips as well as encourages locallyfocused, shorter distance trips.

Source: seattlebikefriendlybiz.com

ACCESS

Connect residents and visitors to an economic center

HERITAGE

Expand tourist attractiveness outside the center

GENDER

Improve female workplaces and destinations

PUBLIC HEALTH

Promote save travel and fresh food options

LAND USE & ENVIRONMENT

Encourage local trips and reduce emissions

PORTLAND B-LINE BICYCLE DELIVERY PROGRAM Businesses, such as B-Line: Sustainable Urban Delivery, have combined the city’s strong cycling culture with a focus on local travel through a delivery service that uses bicycles to deliver goods and food otherwise delivered by cars.

Source: http://b-linepdx.com/

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Interventions | 131

BICI BOX

INTRODUCTION

EXISTING CONDITIONS

The current efforts of the municipality in promoting bicycling are concentrated heavily in the historic center of the city. There are plenty of cyclists that live and work outside of the historic center, but resources beyond the planned cycle infrastructure are limited in these areas.

In an effort to distribute a variety of resources across the bicycle network, this plan proposes a solution called “Bici Box�.

As seen in Figure 70, the current plans for the QueBici bicycle share program does not extend past the historic center. Most bicycle shops and repair shops are also concentrated in the center of the city. These choices, while understandable, do not mean that the bicycle share and the bike repair shops are serving everyone in the city. This creates a substantial need for Bici Box. We propose the following criteria for selecting Bici Box locations:

Bici Box starts with a shipping container, chosen for its versatility and flexible design. Its form can be adapted for multiple functions, including but not limited to bicycle rental, bicycle repair, bicycle storage, park and ride stations, and housing educational cycling programs. Bici Box is highly visible, cost efficient, and can be easily distributed across the bicycle network.

Bici Box is to be overseen by the municipality in partnership with bicycle coalition groups. The locations of Bici Box are phased according to the overall bicycle network phasing.

QUEBICI LOCATIONS The current plans for QueBici do not benefit the many residents who live and work outside of the historic center. Through providing additional bicycle rental stations, Bici Box can serve residents who live on the fringes of the city.

Expanding bicycle rental can also encourage tourists to reach other destinations in the city.

At right Figure 71: Bici Box locations

BICI BOX

Figure 70: Bici Box

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BICYCLE REPAIR LOCATIONS As seen in Figure 71, a majority of bicycle shops and repair shops that service bicycles are concentrated in the center of the city. Expanding Bici Box as a repair center can serve those on the fringes who rely on a bicycle for daily travel.

TOPOGRAPHY / GRADE According to a study conducted by The Climbing Cyclist, 6% is a comfortable grade to cycle on. Any grade beyond 6% is challenging, even for a seasoned cyclist. Parts of Queretaro’s topography exceed a comfortable grade to cycle on. For some neighborhoods, topography can be considered a physical barrier that hinders cycling.

Bicycle storage is limited in Queretaro and most existing storage is not being utilized. This could indicate that residents do not feel that the current bicycle storage is safe, secure or in a convenient location.

LOCATION OF SCHOOLS AND RECREATION CENTERS Promoting cycling educational programs that are accessible to children is essential to promoting equity and culture shift.

LOCATION OF WHERE CYCLIST LIVE AND WORK In addition to promoting cycling for more residents, the needs of current residents who cycle daily should be prioritized.

BICYCLE STORAGE

Photo 69: Inaccessible bicycle storage

QUE BICI STATIONS

N

Figure 72: QueBici stations

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0

BIKE REPAIR LOCATIONS

1.25

2.5

5 Kilometers

N

Figure 73: Bicycle Shops

0

1.25

2.5

WHERE CYCLISTS LIVE

WHERE CYCLISTS WORK

5 Kilometers

Figure 74: Location of where cyclists live

Figure 75: Locations of where cyclists live

Interventions | 137

HERCULES

LAS ROSAS

In Hercules, Bici Box is a destination along the bicycle network on Emetero Gonzalez. There are no QueBici stations in or near Hercules, so Bici Box specifically is a bicycle rental facility. As an example, tourists could visit Hercules, shop in its commercial corridor, go to the local brewery, tour local murals and travel between these sites with a rental bicycle from Bici Box.

The Municipality of Queretaro invested in a new public space in Las Rosas through the pedestrianizing of Calle Heroe de Nacozari. This public space leads to a large recreational center facility.

Photo 70: Existing infrastructure in Hercules

Photo 71: Existing cyclists in Hercules

Figure 76: Bici Box - Hercules as a tourist attraction and local neighborhood identity

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Here, Bici Box activates the public space in front of the recreation center and serves as a bicycle educational facility. Children that go to the recreation center can store their bicycles at Bici Box, borrow a bicycle or take part in educational programs that teach people how to ride, and the basics of bike safety.

Photo 72: Cyclist on Calle Heroe de Nacozari

Photo 73: Existing infrastructure in Las Rosas

Figure 77: Bici Box - Las Rosas as educational cycling programming to children at the local recreation center

Interventions | 139

LOS SAUCES

LA ESTACION

Los Sauces is just east of Queretaro’s industrial corridor; where many cyclists work. The neighborhood served to the bus network. Many of the bus stops in the neighborhood utilize the traffic median to provide bus shelters. However, there are no bicycle storage options.

La Estacion is located in relatively rugged topography which makes cycling a challenge and requires one to carry their bicycle up an incline or stairs to their final destination. Here, Bici Box is a bicycle storage shed for cyclists who live or travel to the neighborhood.

Here, Bici Box functions as a park and ride station. Commuters can cycle to the bus stop, store their bike at Bici Box and continue their trip by public transportation. Park and ride facilities like this one could reduce commute times for many workers, by allowing them to bike to the most direct nearby route, and store their bicycle at the stop.

Bici Box is located at the base of the hill. One can safely store their bicycle and then continue on their way by foot. This storage option allows cycling to be an option for more people in the neighborhood.

Photo 74: Transit riders in Los Sauces

Photo 75: Existing cyclist in Los Sauces

Figure 78: Bici Box - Los Sauces as a tourist attraction and a local neighborhood identity

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Photo 76: Existing infrastructure in La Estacion

Photo 77: Underserved travelers in La Estacion

Figure 79: Bici Bix - La Estacion as bicycle storage

Interventions | 141

EL PARQUE Many of those who commute to El Parque travel to work by bicycle. Unfortunately, there are no bicycle shops or repair centers in the neighborhood. This clearly poses a problem and a challenge to those who cycle to and from the neighborhood.

Here, Bici Box acts as a repair center. Cyclists can have their bike repaired before or after their commute to or from work. The site around Bici Box could become activated through inviting food stands and vendors.

Photo 78: Existing infrastructure in El Parque

Bici Box expands bicycle opportunities beyond the historic center as well as encourages cycling across the city wide network.

Photo 79: Existing infrastructure in El Parque

ACCESS

Provides multi-modal trip oppertunities

HERITAGE

Reclaim public space for context-sensitive travel

GENDER

Figure 80: Bici Box - El Parque as a community hub

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PUBLIC HEALTH

Encourages cycling as an every day mode of transportation

LAND USE & ENVIRONMENT

Reuses materials to encourage sustainable travel Interventions | 143

CONCLUSION CYCLE, QRO seeks to establish goals and benchmarks that improve conditions for existing cyclists in Queretaro and create the infrastructure necessary to persuade wider swaths of the population to view cycling as a viable mode of everyday travel and recreation.

Following an extensive existing conditions analysis and coordinated work with members of Queretaro’s Secretary of Mobility, this plan proposes a comprehensive phasing scheme and provides site-specific interventions that can serve as examples for the Municipality as it works towards the implementation of a city-wide cycling network.

Establishing a phasing plan will improve access to all cyclists, ensure that cycling is safe and comfortable for everyone, and achieve the Mayor’s stated goal of building 100km of bike lanes by 2018. By focusing first on closing gaps in the existing system and strengthening origindestination links for marginalized populations, the network will improve conditions for existing cyclists. Incorporating recreational loops will attract new riders and simultaneously improve public health.

Also critical to the implementation of the plan is a focus on the city’s most dangerous intersections. These forbidding junctions could cripple the city’s cycle network if not addressed.

It is equally important to design for local connectors and neighborhood routes, since neighborhoods often supply the lifeblood of a city. By focusing on both physical and social programming such as redesigned bike lanes, traffic calming measures, and safe routes to school, neighborhood bike planning increases the mobility of disadvantaged populations and promotes a safe and convenient cycling environment.

The municipality can highlight its ongoing cycling initiatives in a highly-visible way by 144 | CYCLE, QRO

targeting the UNESCO historic core for strategic, context-sensitive interventions. Reinforcing links from outlying communities into the center, improving cycling conditions within the historic downtown, and emphasizing the UNESCO site’s bikeability, walkability, sustainability, and accessibility will bolster the perceived legitimacy of the bicycle network as a whole, and announce that Queretaro has arrived as a leading bicycle-friendly city. It will also advance the goals of the UNESCO site’s governing plan by reclaiming public space for pedestrians and disincentivizing car use.

The plan also demonstrates the ways in which a comprehensive cycling plan can integrate important markets and create economic links.

Increasing access to markets, which are cultural and economic centers throughout the city, will benefit the vendors within and the general public by ensuring safe, efficient, and sustainable travel to another key resource in the city. By improving the public space surrounding markets and creating bicycle-friendly business programs, market planning promotes equity through encouraging mobility for multi-purpose trips and encourages a culture shift towards sustainable travel through a renewed focus on local, shorter distance trips.

Finally, Bici Box will expand with each phase, creating bicycle opportunities beyond the historic center as well as encouraging cycling across the citywide network. In addition to providing substantial benefits to residents including bike storage and repair, first and last mile options, and activation of public spaces, Bici Box can serve as an alternative to the Mayor’s big-ticket infrastructure proposal as a highly-visible and widespread intervention.

Together, these interventions constitute a strategic equity-based bicycle network implementation plan for the Municipality of Queretaro, Mexico.

At right Figure 81: Composite map of 6 bicycle plan interventions

Figure List Figure 1: Proposed Bicycle Network.......................................................................................................................................5

Figure 40: Bicycle bridge view 1............................................................................................................................................91

Figure 2: Location of Queretaro in Mexico............................................................................................................................19

Figure 41: Bicycle bridge view 2............................................................................................................................................91

Figure 3: State of Queretaro..................................................................................................................................................20

Figure 42: Fringe neighborhoods in Queretaro at edge of cycling infrastructure..................................................................96

Figure 4: Baijo Region and nearby major cities.....................................................................................................................21

Figure 43: Existing and proposed bicycle infrastructure......................................................................................................100

Figure 5: Category 3 - Local Streets.....................................................................................................................................28

Figure 44: Existing and proposed bicycle infrastructure......................................................................................................100

Figure 6: Employment Sectors, 2010....................................................................................................................................32

Figure 45: Before section of Av Miguel Hidalgo...................................................................................................................101

Figure 7: Net Income of Queretaro, 1989-2014....................................................................................................................33

Figure 46: After section of Av Miguel Hidalgo......................................................................................................................101

Figure 9: Mode share and travel time for commuting trips....................................................................................................34

Figure 47: Proposed network..............................................................................................................................................102

Figure 8: Transportation marginalization as function of car ownership Source: INEGI 2010..............................................................................................................................................................34

Figure 48: Proposed network with points of interest...........................................................................................................102

Figure 10: Average houshold annual income........................................................................................................................36 Figure 11: Primary Adult Male Cyclist Typologies..................................................................................................................38 Figure 12: Primary Adult Female Cyclist Typologies.............................................................................................................39 Figure 13: Plan Framework...................................................................................................................................................45 Figure 14: Topography map...................................................................................................................................................46 Figure 15: Citywide bus network...........................................................................................................................................48 Figure 16: Bicycle Commuters..............................................................................................................................................52 Figure 17: Obesity in Mexico.................................................................................................................................................54 Figure 18: URBANIZED AREA 1985.....................................................................................................................................57 Figure 19: URBANIZED AREA 2012.....................................................................................................................................57 Figure 20: Full proposed bicycle network..............................................................................................................................62 Figure 21: Phase 1 of bicycle network..................................................................................................................................66 Figure 22: Phase 2 of bicycle Network..................................................................................................................................68 Figure 23: Phase 3 of bicycle network..................................................................................................................................70 Figure 24: Phase 4 of bicycle network..................................................................................................................................72 Figure 25: Phase 5 of bicycle network..................................................................................................................................72 Figure 26: Phase 6 of bicycle network..................................................................................................................................72 Figure 27: Phase 7 of bicycle network..................................................................................................................................72 Figure 28: Phase 8 of bicycle network..................................................................................................................................72 Figure 29: Commute trip by transit........................................................................................................................................78 Figure 30: Commute trip by bicycle.......................................................................................................................................78 Figure 31: Travel time savings potential................................................................................................................................79 Figure 32: Bicycle-highway intersections..............................................................................................................................84 Figure 33: Possible northbound vehicle routes.....................................................................................................................86 Figure 35: Existing conditions at Southern Passage.............................................................................................................87 Figure 34: Preferred cycling infrastructure............................................................................................................................87 Figure 36: Southern Passage of Corregidora with bike lanes...............................................................................................88 Figure 37: Removal of highway ramps..................................................................................................................................88 Figure 38: Complicated traffic patterns.................................................................................................................................90 Figure 39: Bridge traversing Bernardo Quintana Highway....................................................................................................90 146 | CYCLE, QRO

Figure 49: Before section of Av Revolucion.........................................................................................................................103 Figure 50: After section of Av Revolucion............................................................................................................................103 Figure 51: Traffic calming....................................................................................................................................................104 Figure 52: Before section of Av San Jose...........................................................................................................................105 Figure 53: After section of Av San Jose...............................................................................................................................105 Figure 54: Complicated street layout................................................................................................................................... 112 Figure 55: SDG network with points of interest and QueBici stations................................................................................. 113 Figure 56: Additionally proposed bicycle lanes................................................................................................................... 114 Figure 57: Illustration of increased movement in the Historic Center.................................................................................. 115 Figure 58: Before and after of context sensative shared bicycle lanes............................................................................... 116 Figure 59: Before of Historic Center Street......................................................................................................................... 117 Figure 60: After of Historic Center street............................................................................................................................. 117 Figure 61: Before and after of pedestrianized Street in Historic Center.............................................................................. 118 Figure 63: Market proximity to proposed bicycle lanes.......................................................................................................123 Figure 62: Market proximity to public transit routes.............................................................................................................123 Figure 64: Location of Mercado General Mariano Escobedo..............................................................................................124 Figure 66: Before conditions of market frontage.................................................................................................................126 Figure 65: After conditions of market frontage....................................................................................................................126 Figure 67: 1.5km bicycle delivery buffer from market..........................................................................................................127 Figure 68: Bici Box..............................................................................................................................................................132 Figure 69: Bici Box locations...............................................................................................................................................132 Figure 70: QueBici stations.................................................................................................................................................134 Figure 71: Bicycle Shops.....................................................................................................................................................134 Figure 72: Location of where cyclists live............................................................................................................................135 Figure 73: Locations of where cyclists live..........................................................................................................................135 Figure 74: Bici Box - Hercules as a tourist attraction and local neighborhood identity........................................................136 Figure 75: Bici Box - Las Rosas as educational cycling programming to children at the local recreation center................137 Figure 76: Bici Box - Los Sauces as a tourist attraction and a local neighborhood identity................................................138 Figure 77: Bici Bix - La Estacion as bicycle storage............................................................................................................139 Figure 78: Bici Box - El Parque as a community hub..........................................................................................................140 Figure 79: Composite map of 6 bicycle plan interventions..................................................................................................142 Figure List | 147

Photo List Photo 1: Compilation of photos of cyclists in the city of Queretaro.........................................................................................3

Photo 39: Woman with cargo bike.........................................................................................................................................53

Photo 2: Group photo in historic center...................................................................................................................................5

Photo 42: Cyclists in Historic Center.....................................................................................................................................61

Photo 3: Group photo at Secretary of Mobility Office..............................................................................................................9

Photo 43: Informal market ....................................................................................................................................................61

Photo 4: Cyclists in Santa Maria de Magdalena Neighborhood..............................................................................................9

Photo 44: Road construction.................................................................................................................................................61

Photo 5: Cargo Bike................................................................................................................................................................9

Photo 45: Cyclist in Santa Maria de Magdalena...................................................................................................................62

Photo 6: Alley in Santa Maria de Magdalena........................................................................................................................10

Photo 46: Construction worker cyclist...................................................................................................................................66

Photo 7: Plaza in Historic Center.......................................................................................................................................... 11

Photo 47: Cyclist in Santa Maria de Magdalena...................................................................................................................68

Photo 8: Family in Historic Center......................................................................................................................................... 11

Photo 48: School children at bus stop...................................................................................................................................70

Photo 9: Exhibit of Mobility Plan at Municipal Building..........................................................................................................15

Photo 49: Recreational cycle trail..........................................................................................................................................72

Photo 10: Exhibit of Mobility Plan..........................................................................................................................................15

Photo 50: Example of multi-purpose trip...............................................................................................................................80

Photo 11: Exhibit of Mobility Plan..........................................................................................................................................15

Photo 51: Bike lane ending at major road.............................................................................................................................84

Photo 12: Mayor Aguilar Vega Source: poderinformativo.com.mx.........................................................................................................................................16

Photo 52: Bernardo Quintana Highway underpass...............................................................................................................89

Photo 13: Housing in Historic Center....................................................................................................................................22 Photo 14: Informal housing in fringe neighborhood...............................................................................................................22 Photo 15: Higher density housing outside center..................................................................................................................23 Photo 16: Typical residential dwelling in city.........................................................................................................................23 Photo 17: Category 1 - Highway/Expressway.......................................................................................................................24 Photo 18: Category 2 - Mid-size arterial................................................................................................................................24 Photo 19: Category 3 - Local Streets....................................................................................................................................25 Photo 20: Category 4 - Rural/suburban road........................................................................................................................25 Photo 21: Category 1 - Highway/Expressway.......................................................................................................................26 Photo 22: Category 2 - Mid-size arterial................................................................................................................................27

Photo 53: Road construction in Santa Maria de Magdalena.................................................................................................96 Photo 54: Cycling in Santa Maria de Magdalena..................................................................................................................98 Photo 56: Children crossing rail............................................................................................................................................98 Photo 55: Inadequate cycling infrastructure..........................................................................................................................98 Photo 57: Women and child on bike......................................................................................................................................98 Photo 58: Modal conflicts......................................................................................................................................................99 Photo 60: River Crossing......................................................................................................................................................99 Photo 59: Narrow sidewalks..................................................................................................................................................99 Photo 61: Cargo bike.............................................................................................................................................................99 Photo 63: Cargo bike...........................................................................................................................................................106

Photo 23: Category 4 - Rural/suburban road........................................................................................................................29

Photo 62: Youth educational campaign Source: http://saferoutesphilly.org/resources/biking-activities/............................................................................................106

Photo 24: Cobblestone roads in Historic Center...................................................................................................................30

Photo 64: Cycling tours in Historic Center........................................................................................................................... 111

Photo 25: Stone roads in peripheral neighborhoods.............................................................................................................30

Photo 65: Context sensitive bicycle infrastructure in Paris, Amsterdam, and Bruges Source: https://rebuildingtherustbelt.org/2014/12, https://adventuresoncstreet.wordpress.com......................................... 116

Photo 26: Paved roads in poor conditions.............................................................................................................................30 Photo 27: Separated cycle path............................................................................................................................................31 Photo 28: above grade cycle path.........................................................................................................................................31 Photo 29: Shared auto-cycle path.........................................................................................................................................31 Photo 30: Typical adult male cyclist.......................................................................................................................................37 Photo 31: Typical adult female cyclist....................................................................................................................................37 Photo 32: Cyclists in Historic Center.....................................................................................................................................43 Photo 33: Cyclists in Santa Maria de Magdalena..................................................................................................................43 Photo 34: Modal conflicts......................................................................................................................................................43 Photo 35: Wide street on fringe of city..................................................................................................................................46 Photo 36: Hilly terrain with unmarked crossing.....................................................................................................................46 Photo 37: Iglesia de la Cruz, circa 1905-1910, California Historical Society Collection........................................................50 Photo 38: Aqueduct, circa 1905-1910, Califiornia Historical Society Collection....................................................................51 Photo 41: Female and child cyclists......................................................................................................................................53 Photo 40: Woman at bicycle shop.........................................................................................................................................53 148 | CYCLE, QRO

Photo 66: Interior of Mercado General Mariano Escobedo.................................................................................................122 Photo 67: Market parking lot...............................................................................................................................................124 Photo 68: Poor pedestrian infrastruture around market......................................................................................................125 Photo 69: Produce loading in parking lot.............................................................................................................................125 Photo 70: Inaccessible bicycle storage...............................................................................................................................135 Photo 71: Existing infrastructure in Hercules......................................................................................................................136 Photo 72: Existing cyclists in Hercules................................................................................................................................136 Photo 73: Cyclist on Calle Heroe de Nacozari....................................................................................................................137 Photo 74: Existing infrastructure in Las Rosas....................................................................................................................137 Photo 75: Transit riders in Los Sauces................................................................................................................................138 Photo 76: Existing cyclist in Los Sauces ............................................................................................................................138 Photo 77: Existing infrastructure in La Estacion..................................................................................................................139 Photo 78: Underserved travelers in La Estacion.................................................................................................................139 Photo 79: Existing infrastructure in El Parque.....................................................................................................................140