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Posts from the Bicycle Infrastructure Category

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The Randall’s Island Connector Is Finally Here

This spring, the Highbridge re-opened between the Bronx and Manhattan, the first car-free crossing linking the two boroughs. Now the second one in less than a year is open with the debut of the Randall’s Island Connector. The project has been in the pipeline for what seems like forever, and on Saturday it opened to the delight of many South Bronx residents.

The connector provides a direct and easy link between the developing South Bronx greenway network and Randall’s Island, with its athletic fields, picnic tables, miles of beautiful greenways, and stunning views of the Manhattan skyline. From Randall’s Island, you can bike or walk to the big island via the 103rd Street footbridge.

Advance apologies for some of the sound. When the winds are gusting over 30 mph and you are below an Amtrak train trestle, well, those aren’t ideal conditions. But kudos to the hundreds of people who showed up on a cold and blustery fall morning to celebrate the occasion.

Streetsblog USA
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What Other Cities Say About Cleveland’s Unusual Bike Lane Buffer

Cleveland’s seemingly backward buffered bike lane on W. 25th Street. Photo: Satinder Puri.

pfb logo 100x22Michael Andersen blogs for The Green Lane Project, a PeopleForBikes program that helps U.S. cities build better bike lanes to create low-stress streets.

For all their benefits, protected bike lanes can be complicated. Between maintaining barriers, keeping them clear of snow and preserving intersection visibility, it’s understandable that cities opt not to include them on every street project.

Buffered bike lanes, though, are pretty simple: if you’ve got at least two feet of roadway to spare, you lay down some hash marks between car and bike lanes and double the comfort of biking on a street.

Except in Cleveland, apparently.

When the above image started circulating online this summer, many people assumed some sort of miscommunication was afoot in Cleveland. The main point of a buffered bike lane, as made clear by everyone from AASHTO to NACTO, is to separate bikes from moving cars and/or the doors of parked cars, not to protect bikes from curbs.

But as more information emerged and it began to seem as if Cleveland was not only doing this intentionally but might be planning to repeat the design elsewhere in town, we wondered whether this might be a new trend in street design.

So we emailed cities around the country and asked their bikeway designers to say whether they’d ever want to use this setup. Here’s what they said.

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Upper West Siders Call on DOT to Make Amsterdam Avenue a Complete Street

Next week — November 10 to be precise — DOT is expected to present a proposal to redesign Amsterdam Avenue for greater safety. The redesign is a long time coming. This summer marked the third time in the past six years that Manhattan Community Board 7 has asked DOT for a protected bike lane on Amsterdam.

On Halloween, neighborhood residents rallied with Transportation Alternatives for a “complete street” design of the avenue, with pedestrian islands and a protected bike lane. Until something changes, Amsterdam remains one of the most dangerous streets on the Upper West Side, with high rates of speeding and injuries.

The two local City Council members, Helen Rosenthal and Mark Levine, have called on DOT to implement a protected bike lane on Amsterdam. You’ll see them in this footage of the rally captured by TA’s Luke Ohlson.

“This street you’re looking at right here represents cutting edge, state-of-the-art design principles from about a half century ago,” Levine said at the rally. “We know today that we can build streetscapes that balance the needs of motorists, of mass transit riders, of pedestrians, of bicyclists, of the disabled.”


Eyes on the Street: Flex Posts Keep Drivers Out of 158th Street Bike Lane

Photo: Alec Melman

Photo: Alec Melman

Reader Alec Melman sent these before-and-after pics of the bikeway on 158th Street in Manhattan, which is now protected with flex posts. The lane is part of a package of Upper Manhattan bike improvements intended to make biking and walking safer between the Hudson River Greenway and the High Bridge.

As you can see in the photo below, before DOT added the posts the lane was vulnerable to incursion by drivers, many with placards, who commandeered the space for parking. The lane runs beneath a Riverside Drive viaduct where NYPD has a fleet service station.

This is the type of low-cost, high-impact improvement that could also make it safer to ride on streets like Chrystie Street, where safety advocates who call themselves the Transformation Department put traffic cones to keep drivers out.

“Now this actually feels safe to bike on,” Melman wrote.

Photo: Alec Melman

Photo: Alec Melman


Eyes on the Street: Randall’s Island Connector to Open in “Coming Weeks”

The Randall’s Island Connector is still fenced off, but not for long. EDC says an opening date will be scheduled “in the coming weeks.” Photo: Stephen Miller

The Randall’s Island Connector, a greenway link between the South Bronx and Randall’s Island, is almost complete. Bronxites are anticipating a ribbon-cutting any day now from the city’s Economic Development Corporation, which is building the project.

The new path crosses the Bronx Kill, a narrow waterway separating Randall’s Island from the Bronx. Without it, the only way to bike or walk from the Bronx to Randall’s Island is over narrow paths on the Triborough Bridge that include stairs, sharp curves, and a steep ascent to bridge level.

In contrast, the connector will provide a flat, direct crossing from E. 132nd Street in Port Morris to 330 acres of public parks and greenways on Randall’s Island.

Construction crews are currently finishing up handrail installations and minor fencing work, EDC says, before the city schedules a grand opening.

EDC wouldn’t give an exact opening date — but it should be soon. “As we put the finishing touches on the Randall’s Island Connector and schedule a grand opening event in the coming weeks, we are excited for the many opportunities that this neighborhood asset will provide for the community,” an agency spokesperson said.

Streetsblog USA
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Massachusetts’ Bikeway Design Guide Will Be Nation’s Most Advanced Yet

Images from MassDOT Separated Bike Lane Planning and Design Guide.

pfb logo 100x22Michael Andersen blogs for The Green Lane Project, a PeopleForBikes program that helps U.S. cities build better bike lanes to create low-stress streets.

Bikeway design in this country keeps rocketing forward. The design guide that Massachusetts is planning to unveil in November shows it.

The new guide, ordered up by MassDOT and prepared by Toole Design Group, will offer the most detailed engineering-level guidance yet published in the United States for how to build safe, comfortable protected bike lanes and intersections.

“It’ll be a good resource for all 50 states,” said Bill Schultheiss, a Toole staffer who worked on the project. “I think it’ll put some pressure on other states to step up.”

There are lots of details to get excited about in the new design guide, which is scheduled for release at MassDOT’s Moving Together conference on November 4. But maybe the most important is a set of detailed recommendations for protected intersections, the fast-spreading design, based on Dutch streets, that can improve intersection safety for protected and unprotected bike lanes alike.

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DOT to Replace Seaman Ave. Bike Lanes With Wider Bike Lane and Sharrows

DOT says Seaman Avenue isn’t wide enough for bike lanes. Photo: @SheRidesABike

DOT says Seaman Avenue in Inwood isn’t wide enough for bike lanes in both directions. Photo: @SheRidesABike

Last week DOT told Community Board 12 that bike lanes on Seaman Avenue in Inwood, which were wiped out when most of the street was resurfaced in 2014, won’t be coming back on both sides of the street because the old 4-foot wide lanes didn’t comply with agency guidelines. DOT told Streetsblog yesterday that a 5-foot lane will be striped on northbound Seaman while the southbound side will get sharrows.

While the DOT plan isn’t necessarily a downgrade — riding outside the door zone is next to impossible in a 4-foot bike lane — it’s telling that the agency didn’t go with a more ambitious solution. A safer design like protected bike lanes would have to subtract parking or car lanes. With the bike lane-plus-sharrows configuration, the agency can meet its design standards without really changing the status quo on the street.

Seaman Avenue is the only north-south through street in Inwood west of Broadway, making it an important corridor for biking. A marked DOT bike route, Seaman connects the Hudson River Greenway and the Bronx. It’s also a cut-through for toll-shopping drivers avoiding the Henry Hudson Bridge.

A residential street that borders Inwood Hill Park for much of its length, Seaman is within the Inwood Slow Zone. But despite Slow Zone signage, speed humps, and the near-constant presence of children, speeding motorists are common on Seaman. Those who adhere to the 20 mph speed limit can expect to be passed by other drivers. With just 136 summonses issued this year through August, the 34th Precinct doesn’t enforce the speed limit in any meaningful way.

DOT told Streetsblog a wider northbound bike lane will help cyclists traveling uphill from Dyckman Street, at Seaman’s southern end, and that the agency expects the southbound lane to work well with sharrows. A spokesperson said DOT will monitor the new configuration to see if changes are needed.

Double-parked drivers make Seaman an obstacle course for cyclists. Image: Google Maps

Double-parked drivers make Seaman an obstacle course for cyclists. Image: Google Maps

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Lentol: Pulaski Bridge Bikeway Construction to Begin September 14

Construction of the Pulaski Bridge protected bike lane is now set to begin in a matter of days, according to Assembly Member Joe Lentol, and could wrap before the end of the year.

Coming, potentially sooner than expected. Image: DOT

The Pulaski Bridge bikeway may be back on track to wrap up in 2015. Image: DOT

DOT had announced last month that drainage design issues would delay the start of construction until next March, but that no longer seems to be the case.

Lentol says the complications have been resolved sooner than expected, and DOT will begin installation of the bikeway on September 14, potentially wrapping up by the end of the year.

DOT did not respond to an inquiry about the project timeline.

The Pulaski Bridge bikeway will provide relief for pedestrians and cyclists who currently share a narrow path on the west side of the bridge between Greenpoint and Long Island City. It will also calm traffic on the southbound side the bridge, which funnels traffic onto McGuinness Boulevard in Greenpoint and will have two lanes instead of three.

The project had already been delayed once after the initial timetable pegged it for completion last year. It looks like there won’t be a second major delay after all.

With Citi Bike arriving on both sides of the bridge this month, that’s welcome news to Lentol, who’s been a booster of the project since 2012. “I am delighted that this project could potentially be completed before the winter. We have been fighting for a long time for this dedicated bike lane,” he said. “I applaud DOT and the company fabricating the barriers for making this project a top priority.”


Construction Begins on New 151st Street Bridge to Hudson River Greenway

The view from what will be the eastern landing of a new bike/ped bridge linking 151st Street to the Hudson River Greenway. Photo: Delphine Taylor

The state broke ground this month on a new pedestrian and bicycle bridge linking West Harlem with the Hudson River Greenway.

For cyclists, the bridge will provide stair-free access between the greenway and the intersection of 151st Street and Riverside Drive, spanning the Henry Hudson Parkway and the Amtrak line that runs along the Hudson. Right now the nearest access points, at 148th and 155th streets, have stairs and no ramps. The nearest crossings with ramps are at 135th Street, south of Riverbank State Park, and 158th Street.

The 158th Street connection received a $2 million staircase and ramp from the state Department of Transportation in 2006. Earlier this summer, NYC DOT installed a two-way bike lane on 158th Street as part of a larger package of bikeway improvements linking the Hudson River Greenway to the High Bridge.

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Eyes on the Street: Clinton Street’s New Bikeway

The bikeway isn't complete yet, but it's already getting used. Photo: Stephen Miller

The bikeway isn’t complete yet, but it’s already getting used. Photo: Stephen Miller

A new two-way bikeway is under construction to provide a connection between the Williamsburg Bridge and the East River Greenway.

The route along Clinton Street extends the existing two-way protected bike lane between Delancey and Grand an additional five blocks to South Street, where it connects to the waterfront bike path beneath the FDR Drive.

The waterfront greenway, which runs along South Street, will also be getting an upgrade: concrete barriers to protect greenway users from cars and trucks. DOT says the installation schedule for this component of the project is still being determined.

Cinton Street is getting a two-way bikeway and painted curb extensions. Image: DOT [PDF]

Clinton Street is getting a two-way bikeway and painted curb extensions. Image: DOT [PDF]

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