Marjolein tells us these are now common in many shopping areas in Amsterdam and other cities. Although I will add that this only works well in cities where nearly all bikes have kickstands.
Posts from the "Bicycle Parking" Category
Spring has sprung, and with it came a new on-street bike corral on 82nd Street in Jackson Heights, near Roosevelt Avenue. Clarence from Streetfilms sent over these great pictures. The corral, which replaces one car parking space, has seven racks (for 14 bikes) and two planters. It is maintained by the 82nd Street Partnership business improvement district and was supported by Queens Community Board 4 in a 32-2 vote in March.
Perhaps the most succinct summation comes from the minutes of CB 4′s full board meeting last month. The report from District Manager Christian Cassagnol noted that DOT and “the 82nd Street BID had installed the bike corral, which looked beautiful.”
A few years ago, it was a pretty big deal when on-street bike parking was installed in any city. Though it is always welcome news, today it hardly merits a mention.
But you can find another milestone on the protected bike lane on Ninth Avenue (which was NYC’s first), where three bike corrals have been installed between 36th and 40th Streets. Replacing car parking in the floating lane with bike parking is definitely a first for New York City, and it’s quite possibly the first example in the United States.
We found that small businesses seem to love them already, as you can see in this short report.
Bike parking corrals adjacent to a protected bike lane — a first for New York City, and perhaps the nation — have been installed along Ninth Avenue in Chelsea and Hell’s Kitchen. Check out these pics from Clarence, snapped on Thursday.
First requested by Community Board 4 in fall 2011, and receiving a supportive 11-0 committee vote in February, the corrals provide 18 bike racks along the “floating” parking lane the between the bicycle lane and general traffic lanes.
At the request of the community board, sidewalk bike racks on blocks that are receiving bike corrals will be removed.
Casa di Isacco restaurant is maintaining a four-rack corral between 39th and 40th Streets, Pomodoro restaurant is maintaining a seven-rack corral between 38th and 39th Streets, and Ora Thai Cuisine is maintaining a seven-rack corral by a pedestrian island between 35th and 36th Streets.
In the words of Streetsblog reader Eric McClure: Is there a higher form of bike lane than the bike-parking-protected bike lane?
Last night, two community boards in Sunset Park and Manhattan’s West Side voted to support bike lanes, bike parking and permanent pedestrian plazas. As a result, Sunset Park will be receiving shared lane markings on Fifth Avenue, the permanent reconstruction of a plaza at Ninth Avenue and 14th Street will move ahead, and bike lanes and on-street corrals are on track for the West Side of Manhattan.
In Sunset Park, Brooklyn Community Board 7 voted to support the extension of shared lane markings on Fifth Avenue from 23rd to 65th Streets. (On Fifth Avenue between 23rd and Dean Streets, there are already bike lane and sharrow markings.)
The proposal received a supportive transportation committee vote in July, but stalled after a 15-9-10 vote at the full board in October. CB 7′s first vice chair, Daniel Murphy, reintroduced the sharrows resolution last night, and it passed, 23-5, with seven abstentions.
“We always planned to reintroduce it, it was just a question of when,” Murphy said, adding that a few board members who opposed the plan in October switched to support it this time around. “We didn’t get angry. We got rational,” he said. Murphy said he doesn’t believe this will delay DOT’s ability to install the markings this spring. Streetsblog has asked DOT to confirm an implementation schedule.
In Manhattan, Community Board 4′s transportation committee passed a resolution in support of the permanent reconstruction of a 9,000 square-foot plaza on Ninth Avenue between 14th and 15th Streets. DOT will add street trees on the east side of the plaza; the committee is asking DOT to add greenery to the center of the space, as well.
The Ninth Avenue protected bike lane, which shrinks to a standard painted lane at this location before becoming a buffered lane on Hudson Street, is often full of double-parked cars and trucks. “They told us there is not enough space on the avenue to create a protected bike lane,” committee co-chair Christine Berthet said. “We’re definitely not happy about it.”
A median pedestrian island on Ninth Avenue at 15th Street will be removed and replaced with a curb extension. The design will include cobblestones to match the aesthetic of plaza spaces on Ninth Avenue as it approaches Gansevoort Street.
A quick note about the new bike corral on Franklin Avenue in Crown Heights, which got a vote of approval from the local community board after hundreds of signatures were gathered in support of it. The Prospect Heights Patch reports that two local residents see the on-street bike parking as a symbol of gentrification and have started a petition to get rid of it. If you take a look at the numbers for car ownership and bike ownership, though, it seems pretty clear that more people are going to get some use out of this space as a bike corral than as car parking space, whether you’re talking about long-time residents or newer ones.
According to the 2000 Census, the car ownership rate in this City Council district is just 33 percent [PDF], far below the citywide rate of about 46 percent. While the neighborhood may be different today than it was in 2000, these car ownership rates haven’t changed much. (Nearby Assembly districts saw car ownership increase between 2 and 3 percentage points in the 2005-2009 Census numbers.)
Meanwhile, the citywide household bike ownership rate is 54 percent, according to a recent New York Times poll. It’s probably safe to assume that bike ownership is higher in this part of the city, given the low car ownership rate, but let’s say it’s the same as the citywide rate.
That would mean 54 percent of the households in the neighborhood now have access to eight parking spaces by the curb here, while before, about a third of households had access to one parking space. On top of that, everyone now has sidewalks that are a little less cluttered.
The Post reported some good news this morning: NYC DOT has contracted with Louis Barbato Landscaping to make 12,000 bike racks that can be affixed to defunct single-space parking meter poles.
A few years ago, when DOT started phasing out single-space meters en masse and replacing them with Muni meters, it seemed like there was no plan to replace these de facto bike parking spaces. But since DOT has been quick on its feet to repurpose the old meters, thousands of them are going to be upgraded into bike racks.
DOT has retrofitted defunct parking meters as bike parking neighborhood by neighborhood over the past few years — accounting for about 200 new bike racks, according to the Post. With this bulk purchase, it looks like the bike rack conversions are going to scale up significantly.
For comparison, the new bike rack order far exceeds the total number of CityRacks in NYC right now, which is about 8,500. And as Gothamist points out, it’s double the number of parking meter conversions DOT was planning for about a year ago. At the same time, there were about 80,000 single-space meters before the Muni meter conversion started, so most of the old parking meters aren’t going to be maintained as bike parking.
With two unanimous 9-0 votes, Manhattan Community Board 2′s transportation committee took one step forward and one step back for livable streets last night, voting for safety fixes at a problematic intersection while punting on a proposal for bike corrals after local NIMBY extraordinaire Sean Sweeney showed up to squash it.
A request for traffic calming and pedestrian safety fixes at the intersection of Clarkson Street, Carmine Street, Varick Street and Seventh Avenue South moved ahead after the committee agreed to drop further consideration of converting one block of Carmine Street to one-way operation. The intersection, which floods with traffic bound for the Holland Tunnel, would receive curb extensions on the northeast and northwest corners to reduce the crossing distance and daylighting treatments on the southwest corner through removal of on-street parking. The proposal was put forth by Brooklyn Spoke blogger Doug Gordon, who works nearby, and will move to the full board on January 24 before advancing to DOT and NYPD for agency consideration.
In a surprise move, the committee sent plans for three on-street bike corrals back to DOT for further study. Bike corrals were presented for three locations, each to be maintained by an adjacent business that had requested the bike parking: Spring Street Natural on the southwest corner of Spring and Lafayette Streets, Little Cupcake Bakeshop on the southeast corner of Prince and Mott Streets, and Organic Avenue at the corner of Sullivan and Houston Streets.
Sean Sweeney, winner of Streetsblog’s 2008 NIMBY of the Year award, pounced on these bike corral installations. “Why is SoHo DOT’s petri dish?” he asked. “Experiment somewhere else!”
Although DOT’s Inbar Kishoni pointed out that corrals are being installed in several other neighborhoods, and that the committee had already voted in support of a bike corral at Cafe Habana at Prince and Elizabeth Streets, Sweeney’s opposition scared away enough members from supporting the corrals. In the end, Committee Chair Shirley Secunda put forward a resolution asking DOT for more planning, education, and outreach before installing bike corrals.
So, thanks to Sweeney, instead of safer sightlines at intersections and on-street bike parking that would help relieve the spatial crunch on crowded sidewalks, SoHo and these local businesses will be getting nothing, at least for the time being. Chalk up another win for Sweeney’s SoHo Alliance.
The traffic and transportation committee will be considering safety improvements for the intersection of Sixth Avenue and Canal Street, as well as a package of sidewalk extensions, daylighting, and other upgrades for the area where Varick Street converges with Carmine and Clarkson Streets. As you can see in the video from BrooklynSpoke’s Doug Gordon, Holland Tunnel traffic makes this spot pretty hellish for walking.
Also on the agenda: three bike corrals that could bring the one-two punch of safer intersections and more convenient bike parking to three intersections in Greenwich Village and SoHo.
If you live or work in the area, this will be a good opportunity to start off your year in livable streets activism. The meeting starts at 6:30 p.m. tomorrow at the NYU Silver Building, 32 Waverly Place, Room 401.
Despite a positive vote in committee, earlier this week Community Board 7 on the Upper West Side sidelined a plan to bring more bike racks to the area, after some procedural maneuvering by transportation committee co-chair Dan Zweig stifled discussion. With a key presentation from DOT on extending the Columbus Avenue protected bike lane coming up next week, the episode is a reminder that just about any change to the street faces an uphill battle with Zweig and his fellow co-chair, Andrew Albert.
On Tuesday evening, Manhattan CB 7′s full board meeting seemed to be off to a good start. A proposal for a bike corral at Broadway and West 105th Street, which DOT modified to include more bike parking in response to committee members’ requests, passed the full board 34-1, with two abstentions.
Next up: a resolution asking DOT to consider installing bike racks at locations that the Upper West Side Streets Renaissance Campaign had determined met the city’s standards on Broadway, Amsterdam Avenue, and Columbus Avenue. After reaching out to adjacent businesses and property owners, asking if they wanted to opt out of getting a new bike rack, the campaign was left with 111 bike rack locations that it presented the transportation committee, which passed a resolution in support, 7-2.
Committee co-chair Dan Zweig, who voted against the resolution, introduced the issue to the full board Monday night. In giving many board members their first glimpse of the proposal, Zweig acted ”as though the work we had done was really threadbare,” said Lisa Sladkus, an organizer of the campaign. Zweig wanted committee members to talk to business owners and property owners themselves about each bike rack location.
“We felt we went over and above what was required,” Sladkus said, adding that the campaign modeled its outreach on DOT’s popular CityBench program, which allows adjacent businesses or property owners to opt out. Sladkus said she even sent Zweig a file containing voicemails, emails, and letters between businesses and property owners and the UWS Streets Renaissance Campaign. “Whatever we provided, they wanted more,” she said. ”Dan Zweig did not believe us.”
Quickly after Zweig gave the resolution a withering introduction at Monday’s meeting, board member Ian Alterman made a motion to send the issue back to committee. With the motion on the table, board members were forbidden from speaking about the merits of the bike rack plan. The board, which had heard only criticism of the proposal, voted 23-13, with one abstention, to kick it back to the transportation committee.