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Posts from the Bicycling Category

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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.”

Streetsblog USA
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Binge Watch This Video Series Profiling Unsung Bike Heroes

From the creative minds of bike activist and filmmaker Joe Biel and feminist bike ‘zine writer Elly Blue comes a new project that I bet you’re going to love.

Groundswell is a series of videos that spotlight grassroots bicycle activists who don’t normally get much glory. Eight videos have been completed — the one above is the first and only to be posted online so far — with four more in production, and the duo has dreams of doing several dozen more. Biel and Blue have been showing the videos to audiences on their Dinner & Bikes tour, but they haven’t published any until now.

“The idea behind Groundswell was to recontextualize bicycling as a social movement and also to look at all the different people that have been excluded from that,” said Biel. “It is often people at a ground level that are the ones that create social change around bicycling movements.”

In the first published video, above, Groundswell introduces its themes by looking at the formation and disintegration of the League of American Bicyclists’ equity initiative.

“It seemed like a good centering point to begin with, because we’ve heard that same story so many times,” Biel said. “Admittedly, by their own words, the League is trying to catch up with where the national conversation about race, class, ability, and gender is already at.”

While Biel and Blue prepare to roll out the next batch of Groundswell videos, they put together some short clips to give Streetsblog readers a preview of what they’re doing. First up: Meet Portland’s Dave Griffiths, whose disability led him to depend on his tricycle like others depend on a wheelchair.

Read more…

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Citi Bike Arrives on the Upper East Side and Upper West Side

Manhattan Borough President Gale Brewer at the first Citi Bike station on the Upper East Side. Photo: NYC DOT

Manhattan Borough President Gale Brewer at the first Citi Bike station on the Upper East Side. Photo: NYC DOT

Citi Bike has begun its expansion to the Upper East Side and Upper West Side.

Manhattan Borough President Gale Brewer, Council Member Ben Kallos, DOT Manhattan Borough Commissioner Margaret Forgione, DOT Deputy Commissioner for Policy Michael Replogle and Citi Bike General Manager Jules Flynn celebrated the first Citi Bike station on the Upper East Side with a photo-op this morning at 67th Street and Lexington Avenue.

As of this afternoon, stations have also been installed on the Upper West Side at 63rd and Broadway and along Central Park West at 68th and 72nd streets. In the coming weeks, a total of 47 stations will be installed as far north as 86th Street. Next year, 31 additional stations will bring Citi Bike as far north as W. 110th Street and E. 96th Street.

While the latest expansion is exciting, the station density on the Upper East and Upper West sides is lower than both the existing Citi Bike service area and DOT’s own density targets. This makes bike-share less convenient, potentially hampering ridership in two of the city’s densest neighborhoods. At this morning’s event, Daily News transit reporter Dan Rivoli asked about station density, and Kallos said he would welcome additional bike-share stations in the neighborhood.

Most stations in Citi Bike’s latest round of expansion have already been installed in Long Island City, Greenpoint, Williamsburg, and Bed-Stuy. Expansion will continue next year, with stations in Harlem, Crown Heights, Prospect Heights, Park Slope, Carroll Gardens, Cobble Hill, and Red Hook by the end of 2017.

New York isn’t the only city in the area getting bike-share stations: The first of 35 Jersey City bike-share was installed today.

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MTA: Bike Racks Are Coming to Buses Over the Verrazano-Narrows Bridge

As of September 6, New York will no longer be the only major American city without bike racks on its buses. The MTA announced this afternoon that it is launching a one-year pilot of front-mounted bike racks on the S53 and S93 routes, which run across the Verrazano-Narrows Bridge.

“Before this program, our customers had no direct way to travel with their bicycles on public transportation between Brooklyn and Staten Island. Now customers can take advantage of the city’s bike lanes and greenways without worrying about how to transport their bicycles,” Darryl C. Irick, Senior Vice President of Buses at MTA New York City Transit, said in a press release. “A future expansion will depend on results of this pilot and will most likely focus on routes that cross bridges.”

Adding bike racks on buses has been a goal of advocates who view it as a stepping stone to building a bicycle and pedestrian path on the Verrazano-Narrows Bridge.

Update 9:55 p.m.: “We are certain Bike & Ride will be a success, just as similar programs have been in cities all over the country that have long had bike racks as standard equipment across their vehicular fleets,” said the Harbor Ring, a coalition of path advocates, in a statement. “However, one bus carrying two bicycles is by no means a solution for our city’s overwhelming transportation deficiencies. We continue our campaign urging the MTA to create separated bicycle and pedestrian pathways across the Verrazano Bridge that would offer toll-free connectivity between Brooklyn and Staten Island.”

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Banning Bikes From Roosevelt Island Bridge Ramp Won’t Make Biking Safer

With little car traffic and tree-lined waterfront streets, Roosevelt Island is a low-stress environment for bicycling. The bridge that connects the island to Queens, however, is much less bike-friendly. Claiming that the ramp from the bridge to the island is too dangerous, a residents’ association is weighing whether to call for a total bike ban on the ramp.

The helix ramp, located where the bridge lands at the southern end of the Motorgate parking garage, provides access to the island for drivers and bicyclists. After a motorist struck a cyclist on the ramp in July, the Roosevelt Island Residents Association (RIRA) public safety committee unanimously passed a resolution recommending that the Roosevelt Island Operating Corporation (RIOC), the state authority that runs the island, prohibit cyclists, wheelchairs and scooters on the ramp [PDF].

The issue, first reported by the Roosevelt Islander blog, now goes before the RIRA common council meeting, scheduled for September 9 at 8 p.m., at the Church of Good Shepherd on Roosevelt Island. The public is invited to attend and speak at the meeting.

Much of the interest in banning cyclists from the ramp appears to be driven by Frank Farance, a public safety committee member who has criticized Bike New York for leading small groups on rides down the helix as part of the bicycle safety courses it offers on Roosevelt Island. To make his case, he’s posted video of the supposedly dangerous cyclists, shot while driving behind them on the ramp:

Scandalous!

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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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StreetFilms
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The Queens Boulevard Protected Bike Lane Celebration Ride

If Queens Boulevard can get a protected bike lane, you can probably put one on almost any street in the country.

Yesterday, the Transportation Alternatives Queens Committee hosted the first of what it hopes are many celebratory bike rides down Queens Boulevard, trying out the first 10 blocks of the bike lane installed this month by NYC DOT. When complete, this project will run 1.3 miles from Roosevelt Avenue to 73rd Street. It’s the first phase in what the city has promised will be a thorough overhaul of the “Boulevard of Death,” which is also the most direct east-west route in the borough.

Over the years, many lives have been lost on Queens Boulevard. I spoke to riders yesterday about all the hard work that volunteers and advocates put it in to make this bike lane happen.

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Before Riding the New Queens Blvd, Go Down Memory Lane With Streetfilms

A celebratory bike ride this evening will mark the installation of bike lanes on Queens Boulevard — a safety improvement years in the making.

Take a ride down Queens Boulevard in 2009 with this Streetfilm featuring the “bike pool,” organized to encourage safety in numbers for cyclists on the Boulevard of Death.

Things will look quite different on tonight’s ride. Bike lanes have been striped along 1.3 miles of the Queens Boulevard service road in Woodside, and DOT will begin planning for sections farther east later this year and next year.

For all its risks, Queens Boulevard has always provided the most direct route across the borough. That’s one reason the new bike lane — and future segments — are so important.

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What Planet Is DOT Living On?

Last week, Henry Melcher at the Architect’s Newspaper ran a thoughtful piece about the state of NYC DOT’s bike program that got buried almost immediately by comments from Bill Bratton and Mayor de Blasio about the Times Square plazas.

DOT Deputy Commissioner Ryan Russo. Photo: Stephen Miller

DOT Deputy Commissioner Ryan Russo. Photo: Stephen Miller

Melcher asked why DOT so often passes up the chance to add bike lanes in its street safety projects. He elicited this response from DOT Deputy Commissioner Ryan Russo:

Russo explained that while certain road diets may exclude bike lanes, they can be the first step in convincing skeptical communities that precarious streets can become complete streets. “We have to get people from A to C,” he said. “That doesn’t necessarily mean every single street has to have a bike lane initially or when you do a project.” In the Vision Zero era, he continued, redesigning a dangerous intersection might initially get priority over a bike lane. The idea is that once a street is made safer for all users (cyclists included), the DOT can go back to a community board with a more substantial focus on cyclist safety.

At a press conference where Russo announced safety improvements at an Atlantic Avenue intersection earlier this week, Streetsblog’s Stephen Miller questioned this line of thinking. In the exchange, Russo repeatedly asserted that DOT is doing everything it feasibly can to make streets safer for biking given the local politics of community boards and City Council members.

Before I get to the specifics of what was said, it’s important to keep in mind that Ryan Russo has been instrumental to the street design renaissance that began at DOT with the appointment of commissioner Janette Sadik-Khan in 2007. He played a leading role in introducing protected bike lanes to New York City streets and in major projects like the Times Square plazas. After Bill de Blasio was elected and put Polly Trottenberg in charge of DOT, advocates saw Russo’s elevation to deputy commissioner for transportation planning and management — a post second only to the commissioner — as an important sign that the agency would retain its capacity to make change happen.

And when it wants to, DOT remains perfectly capable of putting out great street redesigns — the changes this month on Queens Boulevard are proof of that. But there’s a huge gap between the de Blasio administration’s ambitious Vision Zero goals and DOT’s tentative decisions about bike infrastructure. Getting the agency to, for instance, propose a protected bike lane for Amsterdam Avenue — a major void in the bike network with a high injury rate — has been like pulling teeth, despite ample support from local electeds. There’s a political calculus behind these DOT decisions, and as deputy commissioner Russo is more responsible than ever for formulating it.

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StreetFilms
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Hamburg’s Quest to Get Bicycling Up to 25 Percent of All Trips

Hamburg, a city of nearly two million people in northern Germany, has a 12 percent bike mode share and regularly ranks among the world’s most bike-friendly cities (Copenhagenize currently has it in 19th place). Nevertheless, many cyclists and advocates in Hamburg believe their government should be doing much more to build safer bike lanes and encourage cycling.

Guest Streetfilms journalist Joe Baur was recently in Germany and got to interview advocates about the state of cycling and how Hamburg can achieve its goal of 25 percent bike mode share by 2025.

You can view more of Joe Baur’s work on Vimeo.