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Posts from the "Bicycle Infrastructure" Category

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Quorum or No, Astoria’s CB 1 Votes Against Three Livable Streets Projects

Astoria’s Community Board 1 rejected three livable streets projects Tuesday night, despite questions about whether the board even had enough members in attendance to take votes on the proposals.

Queens CB 1 would rather have one parking space for cars than eight spots for bikes. Image: DOT [PDF]

Queens CB 1 would rather have one parking space for cars than eight spots for bikes. Image: DOT [PDF]

The three projects — a short bus lane on Astoria Boulevard, concrete barriers to protect cyclists on Vernon Boulevard, and a bike corral in front of a restaurant — fell victim to what appears to be leadership biased against projects that improve conditions for bus riders and cyclists.

“It was just a big disappointment for us. I just don’t understand this mentality that cars and their owners are the only rightful users of street space,” said Jean Cawley, whose husband, Dominic Stiller, was seeking the board’s support for a bike corral to take the place of a car parking spot in front of his restaurant, Dutch Kills Centraal [PDF]. “They seem to me to vote down anything having to do with bicycle safety and infrastructure.”

“I was shocked at the negativity that many on the board displayed toward bikes,” said Macartney Morris, an Astoria resident who attended the meeting. “It seemed crazy that people would get upset about one parking spot.”

When Cawley spoke in favor of the bike corral on Tuesday night, CB 1 chair Vinicio Donato asked her questions about cyclists riding against traffic and running red lights. One board member compared Donato’s line of questioning to asking a liquor license applicant about alcoholism. “I don’t know why that had anything to do with me and the bike corral,” Cawley said. ”They’re supposed to have some decorum but they don’t. I think it’s an abuse of process and an abuse of power.”

There were petitions both in support of the corral and against it, but Cawley and other meeting attendees said the board threw out supportive signatures from people who did not live within CB 1, including those from residents of nearby neighborhoods like Woodside or Jackson Heights.

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Trottenberg Talks About Expanding Cycling in the de Blasio Era

Transportation Commissioner Polly Trottenberg sat down for a Q&A with the New York Cycle Club Monday night to lay out her approach to expanding the city’s bike network. With NYU Rudin Center director Mitchell Moss moderating, Trottenberg said DOT will keep adding bike lanes on her watch, including protected lanes, without seeking to change a review process that has often delayed or watered down street redesigns despite ample evidence of public support.

DOT Commissioner Polly Trottenberg talked bikes last night with New York Cycle Club members. Photo: Stephen Miller

Photo: Stephen Miller

“There has been, and I’ll credit my predecessor for this, a sea change in the attitude about bike lanes in New York,” Trottenberg said, referring to former commish Janette Sadik-Khan. While the city’s media and political establishment may no longer be in full-blown bikelash mode, Trottenberg noted that not everyone welcomes each new bike project. “At the granular, neighborhood level, you’ll meet folks who don’t like it,” she said.

She also defended DOT’s deference to community board votes as the agency’s default approach to public involvement in bike projects. ”The philosophy of working with neighborhoods is a sound one,” Trottenberg said. She pointed to West End Avenue, where a recent road diet project added breathing room for cyclists but omitted bike lanes. Bike lanes can easily be added once more cyclists take to the route and the community acclimates to the calmer street, she said. That may be true of painted lanes, but protected lanes would probably involve more intensive upgrades.

Trottenberg has said DOT will add 30 miles of on-street bike lanes each year, including five miles of protected bike lanes, with an eye on neighborhoods beyond already well-served parts of Manhattan and Brooklyn. Audience members requested protected bike lanes on the Harlem River bridges, the Grand Concourse, on the MTA-owned Henry Hudson and Verrazano-Narrows Bridges, and Queens Boulevard, where Trottenberg cited left turns as contributing to a recent uptick in crashes.

During the 2013 race for mayor, Bill de Blasio set a goal of having bicycling account for 6 percent of all trips in New York City by 2020. That’s an ambitious target, and a notoriously difficult one to measure. Trottenberg said DOT currently estimates bike mode-share at about 1.5 percent of trips citywide, and that the department is developing new methods to get a more precise measurement. ”There’s no question, we’re probably going to need to up our ability to count [cyclists] around the city,” she said after the event. “I have to confess, we have not fully figured out how we’re going to do that.”

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DOT Scores TIGER Grants for Vision Zero and Rockaways Transpo Study

City Hall and Senator Charles Schumer announced yesterday that NYC DOT had secured a $25 million federal grant for street safety and greenway projects in Brooklyn, Manhattan, Queens and Staten Island. Notably, the press release announcing the funding hailed street design improvements as a “critical” component of the city’s Vision Zero safety agenda. In addition, a separate $1.4 million federal grant will fund a transportation study for the Rockaways.

A planted concrete median extension at Fourth Avenue and 45th Street will be funded in part by a federal TIGER grant. Rendering: NYC DOT [PDF]

The awards are from US DOT’s competitive TIGER program, which doesn’t always distribute funds to New York City. While the city nabbed two awards from the program this year and has received awards from the program in the past, all three of New York’s TIGER applications were rejected last year.

The $25 million grant comes on top of $21.2 million in federal highway safety funds distributed by the state earlier this year to similar projects. These grants can supplement dollars from the city’s vast capital budget, which also funds DOT’s bike and pedestrian programs.

The TIGER grant will help support a pedestrian safety redesign near the Metro-North station at Park Avenue and 125th Street in Harlem, where DOT is planning wider sidewalks and narrower car lanes on Park Avenue, as well as curb extensions at 124th, 125th and 126th Streets. It will also fund the capital construction of a road diet initially installed with paint and flexible posts on two sections of Fourth Avenue in Brooklyn, from 8th to 18th Streets in Park Slope and from 33rd to 52nd Streets in Sunset Park. Extensions of the Brooklyn Waterfront Greenway will also get a boost from the grant, one near the Gowanus Canal and another in Bay Ridge, where wider sidewalks and a two-way protected bike path on Hamilton Avenue will connect to the existing greenway near Owl’s Head Park.

The TIGER grant will also support eight Safe Routes to School projects:

  • PS 154 Harriet Tubman School in Harlem will receive three curb extensions and six pedestrian islands
  • PS 54 in Woodhaven, Queens will receive four curb extensions and four pedestrian islands
  • PS 239 in Ridgewood, Queens will have a nearby complex intersection simplified and receive expanded pedestrian islands and sidewalks
  • PS 199 Maurice Fitzgerald School in Long Island City, Queens will receive five curb extensions and two pedestrian islands
  • PS 92 Harry T. Stewart in Corona, Queens will receive six curb extensions and four pedestrian islands
  • PS 13 Clement C. Moore in Flushing, Queens will receive seven curb extensions and one pedestrian island
  • Our Lady’s Catholic Academy in South Ozone Park, Queens will receive five curb extensions and three pedestrian islands
  • Our Lady’s Queen of Peace School in New Dorp, Staten Island will have a nearby complex intersection simplified and receive four curb extensions, a plaza, and improved traffic channelization.

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PS 41 Parents and Staff Build Momentum for Protected Bike Lane on 7th Ave

What began as a push to extend a neighborhood slow zone has grown into a complete streets request for Seventh Avenue. Image: PS 41 Parents

What began as a push to extend a neighborhood slow zone has grown into a complete streets request for Seventh Avenue. Image: PS 41 Parents [PDF]

Manhattan community boards have already asked DOT to study protected bike lanes and pedestrian islands for Amsterdam, Fifth, and Sixth Avenues. Now a coalition of public school parents, teachers, and administrators is making headway in a campaign to redesign Seventh Avenue with a complete streets focus that protects pedestrians and cyclists.

Last Thursday, CB 2′s transportation committee unanimously passed a resolution asking DOT to study the avenue below 14th Street. CB 4′s transportation committee, covering Chelsea, is likely to take up the request next month.

The push for complete streets on Seventh Avenue began with concerns about intersections on Seventh Avenue South, which runs through the West Village from 11th Street until it becomes Varick Street at the intersection of Clarkson and Carmine. Built along with the IRT subway, the avenue opened in 1919, slashing across the West Village’s diagonal street grid and creating multi-leg intersections that continue to pose a threat to pedestrians.

It’s these intersections that worry a group led by PS 41 principal Kelly Shannon and Heather Campbell, chair of the school’s Parents’ Action Committee. The group had asked DOT to extend the West Village neighborhood slow zone eastward to cover schools between Seventh and Sixth Avenues. After the city rejected that request in July, the parents came back to CB 2′s transportation committee last week, focused on improving safety at multi-leg intersections along Seventh Avenue South.

They presented a complete streets redesign featuring a protected bike lane, pedestrian islands, and a northward extension of the median made out of flexible posts that currently divides traffic on Varick Street approaching the Holland Tunnel [PDF]. The group has also received a letter of support from State Senator Brad Hoylman.

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Four Mayors on Why They’re Building Out Their Cities’ Bike Networks

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Mayors Michael Nutter of Philadelphia, AC Wharton of Memphis, Bill Peduto of Pittsburgh, and Jennifer Selin of Morgantown, WV, kicked off the Pro Walk Pro Bike Pro Place conference today.

A growing number of mayors want to make big strides on bike policy, and they need smart advocates to help them do it.

Mayors Michael Nutter of Philadelphia, Bill Peduto of Pittsburgh, Jennifer Selin of Morgantown, and A.C. Wharton of Memphis addressed the opening session at the 2014 Pro Walk Pro Bike Pro Place conference, now underway in Pittsburgh. The mayors highlighted their own cities’ efforts to create safer conditions for biking and walking, and shared their thoughts about how their cities have overcome key obstacles and how advocates can make an impact.

In all four cities, mayors called investment in walking and cycling infrastructure a smart long-term policy with numerous community benefits. “It’s healthy, it’s good for the economy and our citizens,” said Philadelphia’s Nutter. They each cited constructive partnerships with advocates, and intensive listening to community concerns, as keys to advancement. Selin of Morgantown said, “I enjoy bicycling, but I can’t put it forth as my own agenda. It has to come from the community.”

Each mayor also highlighted how their bike networks will bridge social divides within their cities, and they pointed out that city mayors, unlike legislators, are obliged to make things work: “We’re the government of last resort,” said Memphis’s Wharton. “We can’t pass our responsibilities down to anyone else.”

Martha Roskowski from PeopleForBikes led off by introducing Isabella, a fictional 12-year-old girl. She urged planners and advocates in the audience to design bikeways that people like Isabella would enjoy — and highlighted how protected bike lanes have multiplied across the country. Yet in city after city, advocates alone can’t build new bike networks. “The single determinant” that best ensures success, Roskowski said, “is a really great mayor.”

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Cyclists and Pedestrians Now Make Up a Huge Share of Flushing Ave Traffic

Flushing Avenue before and after the installation of buffered bike lanes. Photos: NYC DOT

Flushing Avenue before and after the installation of buffered bike lanes. Photos: NYC DOT

Biking has skyrocketed on Flushing Avenue by the Brooklyn Navy Yard since the installation of bike infrastructure in 2010, according to new counts released by the Brooklyn Greenway Initiative. The route is slated for more biking and walking upgrades as the city builds out the Brooklyn Waterfront Greenway.

Cyclists and pedestrians comprised 25 percent of traffic on Flushing Avenue at Waverly Street on June 20, a Friday, and 41 percent of total traffic on August 16, a Saturday.

Bike traffic has risen with the addition of cycling infrastructure on Flushing Avenue and Williamsburg Street West, where preliminary segments of the greenway have been installed. Before any bike lanes existed on Flushing, DOT counted “more than 300″ cyclists on a summer weekday. A combination of buffered and protected lanes were installed in 2010, and this June, Right of Way counted nearly 3,000 cyclists in 14 hours of closed circuit TV footage of Flushing and Waverly.

From the BGI press release:

On June 22, 2014, 2,966 bikes passed this stretch between 7:00 am and 9:00 pm. During the same period 1,030 pedestrians and runners passed and 12,046 vehicles passed.

In the August weekend count, Right of Way tallied more than 4,000 cyclists and a combined bike/ped mode share of 41 percent.

Next up is a major capital project, in the works for several years, which will bring a mile-long two-way bikeway to Flushing Avenue that will connect the Manhattan Bridge approach, DUMBO, and Farragut Houses to Williamsburg Street West, Kent Avenue, and Williamsburg/Greenpoint. The project will also narrow pedestrian crossing distances by around 20 percent.

“Each time new improvements like this occur and new connections are made we see a jump in greenway user volumes,” said BGI co-founder Milton Puryear in the release. “We anticipate another big jump when the Flushing Avenue capital project is completed.”

The Department of Design and Construction website says work on the project will start this fall, but Puryear told Streetsblog he’s expecting construction to begin in 2015.

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Eyes on the Street: It’s Not Easy, Being the Right Shade of Green

Photo: Julia Day

Does something seem… off? It’s not just you: This is not the standard color DOT uses for bike lanes. Photo: Julia Day

With construction on the massive Third Water Tunnel shifting east along Grand Street, the section of the street through Soho, Little Italy, and Chinatown is getting repaved for the first time in years. Along with the new surface comes restoration of Grand Street’s protected bike lane — this time with a twist: Unlike other NYC bike lanes, this lane is being repainted in a bright, Kermit the Frog shade of green.

DOT, which lays down a more bluish-green color on its bike lanes, directed questions about the hue to the Department of Design and Construction, which is in charge of the Grand Street reconstruction. (DDC hasn’t yet responded to a request for comment.) While this color scheme may be closer to the green on display in some other cities, it appears to be the DDC’s shade, not the new standard in bike lane tinting here in New York.

Photo: Clarence Eckerson Jr.

I am green. And it’ll do fine. It’s beautiful! And I think it’s what I want to be. Photo: Clarence Eckerson Jr.

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Eyes on the Street: Our Long PPW Bike Lane Nightmare Is Almost Over

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Repaved sections of Prospect Park West are being striped, with orange barrels marking the bike lane in the meantime. Until now, the lane had been erased, pushing northbound cyclists onto the sidewalk or into head-on traffic. Photo: Heather Boyer/Twitter

Lesson learned? Last week, DOT wiped away the Prospect Park West bike lane for street repaving without installing any temporary cones to preserve the bike route during construction. Drivers parked at the curb, pushing northbound cyclists into oncoming traffic or onto the sidewalk. Now, DOT has demarcated the bike lane with orange cones as it re-stripes the road.

There can be a gap of at least a month between repaving and restriping lanes and markings, including bike lanes. The wait on PPW should be shorter. Word on the street is that DOT expedited the job in response to complaints.

As of today, some but not all of the striping is back on the avenue’s northern blocks, with orange cones to the south. The cones direct drivers to the correct lane for parking and clear the bike lane to cyclists — something DOT should have done from the start.

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Pittsburgh Business Leaders See Bikeways as Cure for Road-Space Shortage

intersection treatment penn ave

Along Pittsburgh’s new downtown bike lane, all intersections are signalized, but cyclists won’t receive dedicated signal phases and most crossings are unmarked. People will need to be on the lookout for turning conflicts whether they’re on bikes or in cars. All renderings: City of Pittsburgh

pfb logo 100x22

Michael Andersen blogs for The Green Lane Project, a PeopleForBikes program that helps U.S. cities build better bike lanes to create low-stress streets.

Downtown Pittsburgh has a perfectly good reason to be running out of room for more cars: Its streets have been there since 1784.

“In Pittsburgh, we have too many cars chasing too few parking spaces,” Merrill Stabile, the city’s largest parking operator, said last week. “I am in favor of building a few more parking garages. But we’ll never be able to build enough to meet the demand, in my opinion, if we continue to grow like we’ve been growing.”

That’s why Stabile is among the Pittsburgh business leaders backing a plan announced Tuesday to reduce downtown’s dependence on car traffic by adding a protected bike lane to Penn Avenue.

Jeremy Waldrup, CEO of the Pittsburgh Downtown Partnership, said the protected lane, which will return Penn Avenue to one-way motor vehicle flow by removing an eastbound traffic lane, will make it comfortable for most people, not just the bold few, to bike downtown.

“One of the most important things is that we have as a city developed this incredible trail system, many of them leading to downtown,” Waldrup said. “But once you’ve made it to the borders of downtown, you’re literally on your own to get into the city.”

Penn Avenue’s new one-mile bike lane, installed as a pilot project over the next few weeks, is part of a wave of protected lane projects in American central business districts.

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Eyes on the Street: DOT Replaces PPW Bike Lane With Parking

This is one of New York City's most famous protected bike lanes. Photo: @NoBikeLane/Twitter

This is one of New York City’s most famous protected bike lanes on a busy August day. Photo: @NoBikeLane/Twitter

During the warm summer months, lots of New Yorkers decide to hop on their bicycles and head for the nearest bike lane. That’s also when the city does much of its street repaving, and new asphalt is coming to Prospect Park West. But instead of maintaining the heavily used bike path with temporary materials, our bike-friendly DOT has decided that one of the city’s marquee bikeways will be erased for more than a week during one of the busiest cycling months of the year.

It’s a temporary victory for Neighbors for Better Bike Lanes.

Bike riders started reporting the closure yesterday. There was no advance notice of a detour. DOT says milling was completed today. Repaving, which the agency expects to be complete within seven business days, will begin Monday. The department’s paving schedule for next week indicates that crews will be working between Union Street and 20th Street in two sections, first north of 14th Street before moving south [PDF].

Some small white signs printed on white letter paper have been taped to nearby posts. ”Bike Lane Temporarily Closed,” they say. With the bike lane erased, drivers have begun parking at the curb, pushing cyclists into mixed traffic with car drivers. This is especially dangerous for northbound cyclists, who are now traveling head-on into traffic before ducking behind the street’s concrete pedestrian islands for protection.

As an alternative during construction, northbound cyclists can use Eighth Avenue. Riders looking for a route with less car traffic must detour to the more circuitous Prospect Park loop, which offers a series of inclines through the east side of the park.

This situation could have easily been prevented by installing cones or barrels after the street is milled but before new striping is installed. DOT did not answer questions about whether it considered maintaining the bikeway during this period with temporary cones.

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