Cyclists and pedestrians have uneasily shared scarce space on the Brooklyn Bridge promenade for years. As people use the walkway in ever greater numbers, it only becomes more crowded for pedestrians, more stressful for cyclists, and more dangerous for everyone involved. Is there an end in sight? In a Times op-ed last month, Robert Sullivan suggested that the upcoming overhaul of the bridge would provide a good chance to disentangle the promenade by giving cyclists their own space. The rehab plan that's moving forward now, however, includes no such solution.

The shared pedestrian-cyclist walkway on the Brooklyn Bridge. Photo: PIPERPILOT84.

New York City DOT is scheduled to begin a massive renovation project on the Brooklyn Bridge in December, with the contract awarded to Skanska Koch. The overhaul has been in the works since the state DOT listed the bridge in bad condition in 2007, and it will give the bridge some long-needed repairs, taking care of cracked concrete and other structural issues. But there's more to the project than just maintenance:

• Arguing that the on- and off-ramps for car traffic are too narrow, the city will widen many of them from one lane to two.
• Steel safety barriers will be added to the bridge's roadway, to prevent cars from crashing into the East River. These barriers are required for the project to receive federal stimulus funding.
  
• A side project, set to start in 2012, will revamp the gateway to the Brooklyn Bridge on the Brooklyn side by reconstructing the entryway at the crossing of Tillary and Adams Streets.

Overall, the rehab project (which doesn't include the revamp of the Brooklyn-side gateway) is set to cost $365 million, of which about $30 million is coming from federal stimulus funding.

None of that money is slated to improve the bridge for the thousands of pedestrians and cyclists who use it every day. DOT has no plans right now to address the crowding on the promenade, but the agency does say it will act accordingly if a crash proves that safety enhancements need to be made. Update: DOT contacted us to clarify their statement, saying they were speaking about monitoring street safety in general, not the specific condition that exists on the promenade. "The agency is always looking for ways to improve safety," said spokesman Seth Solomonow. "We take appropriate actions no matter where they're needed in the city. We're not waiting for a crash to prove that improvements need to be made."

A walkway overhaul, he added, would not be a natural fit for the rehab project, which is limited to structural problems with the ramps, not the whole span. "We are not rehabbing the whole bridge," he said. "What you drive on and what you walk across is not going to change."

It's only a matter of time before some poor tourist gets hit and injured (or worse) by a cyclist trying to navigate through the crowds that the bridge attracts. And when the revamped Brooklyn-side gateway starts enticing more cyclists and pedestrians onto the bridge, the problem is only going to get worse.

There's no shortage of ideas to fix the problem. The city could, as Sullivan suggests, install a protected bike lane on the roadway. Or they could construct a bike path over one of the road beds. It is not out of the ordinary for New York City's bridge reconstruction projects to improve bike-ped infrastructure. One phase of the Williamsburg Bridge reconstruction, completed in 2002, included the addition of a new 18-foot wide footpath/bikeway in addition to structural repairs. With hundreds of millions of dollars now targeted for the Brooklyn Bridge, there's got to be a better way to allow cyclists and pedestrians to safely use it.

A map of a neighborhood in Tigard, Oregon. Some of the proposed new trails are marked in blue.

The demand for walkable neighborhoods is up, but in order to fill that demand, we're going to have to transform our suburbs. How that might be accomplished was one of the most vexing issues discussed at last week's Walk21 Conference.

Suburban layouts aren't about connectivity; they're about space, with lots of separated roads and cul-de-sacs, and few direct routes from one place to another. But the folks at Kittelson & Associates, a transportation planning firm, have one suggestion: bypass roads entirely. That's what they're doing in Tigard, Oregon.

Tigard is a pretty typical Oregon suburb: It's about 10 miles from downtown Portland, it's 11.5 square miles, and about 47,000 people live there. That low density gave Kittelson and officials from the Oregon DOT the chance to connect areas of town by building trails that bypass roundabout suburban street design, allowing residents to easily walk or bike around their city, and get direct access to their neighbors, local businesses, and city parks. The idea came organically: For years, residents had carved out their own informal "desire paths" to get around. The Tigard Neighborhood Trails Project is meant to make existing trails safer, and to build new ones to form a better overall network.

On top of gathering community input at formal town meetings, Kittelson and ODOT also put together a website where residents could draw and comment on new trails on a Google Map, as well as point out existing informal ones. Jamie Parks, a planner on the project, said that the web interactivity made it so that far more members of the community had input into the project and, hopefully, will use the trails when they are completed.

The plan is done, and Tigard has begun implementing each trail, so it'll take some time to see how well this idea works out. Still, this could be a great way make disconnected suburban street networks much more walkable. It's a relatively cheap way too -- a network of 42 trails is set to cost approximately $1 million.

Image: Census Bureau via Economix

Bike Pittsburgh has posted some great, sortable data about how commuters get to work in major American cities, drawn from a Census Bureau report. As you'd expect, New York comes in as the city where the least amount of people commute solo by car -- only 23.3 percent, followed by 37.2 percent in Washington, D.C. and 38.4 percent in San Francisco. Wichita, Kansas ranks as the place with the highest percentage of drivers: 85.1 percent of commuters use a car to get to work. The unfortunate national median for commuting by car is 74.15 percent.

There's also an interesting chart on bike commuting trends by gender, in response to a Scientific American article which posits that cycling needs to be made more attractive to women in order to boost overall urban cycling numbers. The argument seems to check out: according to Bike Pittsburgh's data, even in cities with relatively high levels of bike commuters, men cycle to work significantly more than women.

Categories of pedestrians, based on their walking patterns. Courtesy: Norbert Brändle, Austrian Institute of Technology.

Part of designing more walkable cities -- a goal of this week's Walk21 Conference -- is figuring out how pedestrians actually interact with the space around them, something that seems inherently difficult because of the erratic and unique behavior of your average walker. But two Austrian researchers came to the conference with with some intriguing ideas for measuring walking. Alexandra Millonig, of the Vienna University of Technology, and Norbert Brändle, of the Austrian Institute of Technology, decided to study and categorize pedestrian behavior based on a survey of Austrian shoppers. They lumped them into four basic types, as you can see above.

The researchers studied pedestrian shoppers in a variety of ways. On top of interviews, they followed shoppers on the street (Brändle called it "stalking"), noting their trajectories, speed, and number of stops. In another phase of the project, they equipped people with Bluetooth and GPS location trackers to map out each walking trip. If you know what different pedestrians look for based on these categories, you can build urban environments that have features that are appealing to each kind of walker.

Designing walkable environments, as you'd guess, is more complex than the grid-and-pavement planning of car-centric areas. The study found that, unlike drivers, who want the shortest path possible to their destination, walkers prefer more convoluted routes, and, more importantly, Brändle said, would prefer to take a different route home than the one they arrived on. That lends further credibility to the argument that in order to make areas more walkable, we also need to give them greater connectivity -- with more routes to and from the places pedestrians need to go.

If you want to see the full results of their study, Millonig and Brändle have made them available on an easy-to-read poster, which you can download here.

Chris Leinberger discusses strategies to develop walkable urban spaces in the United States. Photo: Mathew Katz

If the American Dream of the Baby Boomers was all about being able to have a car and a house in suburbia, the new American Dream is having the choice between living in drivable suburban places and walkable urban ones.

That's according to Chris Leinberger, a land use strategist at the Brookings Institution, who spoke today at the Walk21 Conference. There's a simple supply-and-demand argument, Leinberger says, for creating more walkable urban space: About the the same number of people want to live in a pedestrian-friendly environment as those who want to live in a drivable suburban one, but the supply of housing in walkable urban areas makes up only 5 to 10 percent of housing nationwide. As millions of New Yorkers know, that leads to exceedingly high prices. 

But that's not always a bad thing. Sarah Gaventa, Director of CABE Space in the U.K., said that her organization managed to prove that walkability adds value to nearby property and attracts investment. CABE developed a scale to rate pedestrian-friendliness called the Pedestrian Environment Rating System (PERS). For every point on the PERS scale, neighborhoods saw a 5.2 percent increase in residential prices and a 4.9 percent increase in retail rent. Attracting more retail and consumers also means more jobs, though there should be incentives to maintain local businesses and affordable housing, Gaventa said. Having proof that making a space more pedestrian friendly will add value to it is a great way to convince those in power that change -- and a more comprehensive strategy -- is needed.

That strategy, Leinberger said, should be the development of more places where residents' everyday needs are within a maximum of 3,000 feet. We've largely run out of room to build more in the busiest urban areas -- it would be difficult for Manhattan to get much denser than it already is -- so the solution to fill that demand for pedestrian-centric space is to transform outlying areas, such as suburbs, into walkable places.

It's not impossible. It's already happened in the D.C. metro area, where 70 percent of walkable areas are outside the city core. D.C. has the greatest amount of walkable urban places per capita in the country, Leinberger said. New York's metropolitan area, with our car-crazy suburbs and exurbs, comes in at tenth. By building up these new walkable places, we could kickstart transformative projects to give a major boost to our recession-weary economy over the next few decades, not to mention re-invigorate our collapsed housing market.

Having more walkable places also makes sense on a personal financial level. According to Leinberger's data, car-friendly suburban households spend anywhere from 25 to 40 percent of their income on transportation, whereas urban households spend only about 9 percent. That extra money can go into paying for housing, or even -- as Leinberger puts it -- that most un-American of things: savings.

Photo: Hannah Whitaker/New York Magazine

It's probably a good sign that New York Magazine just published "The Everything Guide to the Bike Commute." When New York tackles a topic, it means it's becoming more mainstream for their own particularly affluent slice of the city's population. And the more people safely taking sustainable, clean forms of transportation to work, the better.

The guide is far from comprehensive, and is geared for the most part to those who are relatively new to biking the city's streets, offering basic safety tips and recommendations on stuff to buy (this is New York magazine, after all). Perhaps the most useful item is a step-by-step guide to the city's new Bicycle Access Law, for office workers who want their employers to offer bike parking.

And even the most dedicated bike commuters will likely be impressed by the magazine's profile of Joe Simonetti. He's a clinical social worker who for 10 years has been bike commuting 44 miles from Westchester to midtown -- a three-hour ride he does twice a week, complete with illegal scenic shortcuts and a breakfast stop.

Mexico City's dedicated-lane rapid transit bus system, Metrobus, carries as many as 250,000 riders a day. Photo: vonKinder/Flickr.

On Thursday, representatives from governments on the forefront of creating sustainable cities will discuss their strategies to help stop climate change (Thurs. Oct. 8, 9:15 a.m. - 10:45 a.m., Eisner & Lubin Auditorium). Kristina Alvendal, Stockholm's vice mayor of city planning, will explain her "Walkable City" plan, which focuses on a denser, safer urban environment. Steve Heminger, director of the San Francisco Bay Area Metropolitan Planning Organization, will talk about the importance of walking to California's climate change mandate, which involves regional targets for greenhouse gas emissions. Finally, Jon Orcutt, Director of Policy at the NYC DOT, will discuss the greenhouse gas implications of the city's pedestrian planning efforts.

Don't forget, there's also a cocktail reception tonight, as well as on Wednesday and Thursday evenings, where you'll be able to schmooze with many conference luminaries. Tonight's reception will feature a keynote speech by NYC DOT Commissioner Janette Sadik-Khan.

The Walk21 Conference takes place at NYU's Kimmel Center from October 7-9. More information about each event can be found in the program (click to download). You can register for the conference here.

Improving pedestrian space: Montreal's Place Jean-Paul Riopelle features sculpture installations and an 88-tree urban forest. Photo: Wallyg via flickr

Later in the day, there's going to be a workshop on "nutritional deserts." No, not "nutritional desserts." This panel takes an urban planning approach to neighborhoods lacking affordable, healthy food options. How Retail Food Availability Shapes Walking Patterns (Wed. Oct. 7, 2:00 pm - 3:00 pm, Room 406, NYU Kimmel Center) is all about how cities can help out there neighborhoods by encouraging greenmarkets, community food gardens, and supermarkets. The workshop will be moderated by Kelly Williams of New York's Project for Public Spaces and will discuss how advocates and cities can shift zoning and land use policies to support access to healthy food in urban environments.

The Walk21 Conference takes place at NYU's Kimmel Center from October 7-9. You can register for the conference here.

The conference is in New York this year, in part, to recognize the innovative work that NYC DOT is undertaking. Walk21 is a great opportunity for livable streets advocates, government officials, urban planners and sustainable transportation wonks from around the world to gather and share ideas for making cities greener and healthier.

There are a ton of great-looking events and panels (download the program) at the conference, and here are a few that members of the Livable Streets Initiative and The Open Planning Project will be running:

• Let Your Fingers Do the Walking: How Local Livable Streets Advocates Are Using the Internet to Build a Movement: Streetsblog's editor-in-chief, Aaron Naparstek, will be moderating a panel of top bloggers on how web-based media can be used to organize activists and keep a media spotlight on important livable streets issues.
  Friday, Oct. 9, 9:00 - 10:30 a.m., Room 802, NYU Kimmel Center
• We're Walking Here NYC: Livable Streets Education will be having a city-wide celebration of Walk to School Day for K-12 students, with lots of fun activities focusing on green and healthy lifestyles.
  Wednesday, Oct. 7, 1:00 - 2:00 p.m., Washington Square Park
• Pedestrian Films Screening - A screening of pedestrian-related films, put on by Streetfilms.
  Thursday, Oct. 8, 1:00 - 2:00 p.m., Room 914, NYU Kimmel Center
• Using Powerful Apps to Build a Livable Streets Movement: Nick Grossman, Director of TOPP Labs at The Open Planning Project, will be moderating a panel on how to use the power of the web to share urban data and build support for more walkable communities.
  Thursday, Oct. 8, 2:00 - 3:30 p.m., Room 802, NYU Kimmel Center
• Creating and Sustaining Successful SRTS Programs: Lauren Marchetti, Director of the National Center for Safe Routes to School, moderates a panel that includes Kim Wiley-Schwartz of Livable Streets Education.
  Thursday, Oct. 8, 4:00 - 5:30 p.m., Room 914, NYU Kimmel Center

New lane markings split up an already-tiny space for pedestrians and cyclists on the Pulaski Bridge. Photo: New York Shitty

There's been some discussion recently on the issue of cyclists and pedestrians unhappily sharing the Brooklyn Bridge's crowded promenade. Similar ped-bike conflict is heating up on the Pulaski Bridge, linking Long Island City and Greenpoint.

The Pulaski's eight-foot wide greenway is about half the width of the Brooklyn Bridge promenade and accommodates cyclists and pedestrians traveling in both directions. With bike commuter rates soaring in North Brooklyn, the pedestrian vs. cyclist shouting has begun. Local Brooklyn bloggers Restless and New York Shitty both recently published posts on the issue.

As on the Brooklyn Bridge, DOT recently striped in some new markings but that doesn't really seem to be solving the fundamental problem: Plenty of space dedicated to cars and trucks while the cleanest, most efficient and environmentally-friendly modes of transportation -- biking and walking -- are largely squeezed into the margins.

Pulaski Bridge motorists, meanwhile, seem to be oblivious to the whole thing, content to speed along their free-flowing, six-lane right-of-way.