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Posts from the Greenways Category


NYPD Forced Cyclists Off Greenway and Onto West Side Highway at Rush Hour

Forced off the greenway, these brave cyclists took to the West Side Highway. Photo: David Meyer

NYPD diverted cyclists off the Hudson River Greenway yesterday, so people biked in car traffic on the adjacent West Side Highway, which remained open. Photo: David Meyer

For four and a half hours last night, NYPD shut off bike access to the Hudson River Greenway between 44th Street and 55th Street, a major bike transportation artery used by several thousand people each day.

The greenway closure was billed as a “safety/security measure” for the televised Clinton/Trump Q & A with Matt Lauer held on the USS Intrepid. But there was no NYPD detour imposed on motorists using the adjacent West Side Highway, where people remained free to pilot large vehicles with substantial carrying capacity at high speeds.

Large numbers of cyclists returning home for the evening commute chose to bike on the West Side Highway for those 11 blocks. In the name of safety and security, NYPD created a more dangerous traffic condition, depriving cyclists of the protection of the greenway.


Riders lining up to exit the greenway at 44th Street last night. Photo: Mark Gorton

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DOT Caves on Marine Park Bike Lane, Will Remove Protection

After resident complaints, DOT will switch the parking lane and bike lane on East 38th Street in Marine Park. Image: DOT

DOT will reverse this design and expose cyclists to moving traffic on East 38th Street in Marine Park. Image: DOT

A new protected bike lane segment on East 38th Street in Marine Park won’t be protected much longer. Even though the new layout provides a similar width for parking and driving as other residential streets in the area, DOT has caved to pressure from local residents who want to go back to having a short stretch of wide-open asphalt.

The two-way protected bike lane between Avenue U and Avenue V was approved by Brooklyn Community Board 18 earlier this year as part of a package of improvements to connect the neighborhood to the Jamaica Bay Greenway [PDF].

Image: DOT

Map: DOT

Local Council Member Alan Maisel pushed DOT to remove the parking protection. He said that because of the redesign, “people can’t get into their driveways,” sideview mirrors have been knocked off, and delivery trucks on the street are blocking traffic.

But the bike lane is next to a park and doesn’t affect access to driveways. The only difference for motorists is that the travel lane is now 12 feet wide, which is still on the wider side of standard city street dimensions.

A DOT spokesperson told the Brooklyn Daily that the parking protection will be removed by the end of the month, leaving cyclists exposed and the bike lane vulnerable to double-parking and other obstructions.

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Battery Park City Bans Bicycling on Esplanade By North Cove Marina

A cyclist gets back on her bike after dismounting at the North Marina Cove plaza. Photo: David Meyer

The Battery Park City Authority (BPCA), the state agency that manages the Lower Manhattan neighborhood, has posted “cyclist dismount” signs around the North Cove Marina plaza, a key connection along the waterfront.

BPCA Chief of Staff Kevin McCabe told Streetsblog that the new policy is a “proactive pedestrian safety measure” and not a response to any specific incident.

In a June 30 press release, the authority announced the dismount zone as well as a working group “to solicit feedback and develop recommendations for bicycle usage on the Battery Park City Esplanade” [PDF].

“We look forward to engaging the community to review bicycle usage on the Esplanade, and developing recommendations for the most balanced, effective use of this incredible public space,” BPCA president and CEO Shari C. Hyman said in the press release.

The bicycle working group will include members of Manhattan Community Board 1’s Battery Park City committee, but not much else is known about how it will be composed. Advocates at Transportation Alternatives and Bike New York said BPCA has yet to reach out to them.

Bike New York CEO Ken Podziba told Streetsblog that the dismount signs are “inappropriate” at the location. “I believe a more reasonable solution would be to have signage instructing cyclists to slow down by the marina,” Podziba said.

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New Riverside Park Master Plan May Send Greenway Cyclists on Hilly Detours

The preliminary Riverside Park Master Plan reroutes cyclists away from the waterfront at 72nd Street. Image: NYC Parks

The preliminary Riverside Park Master Plan reroutes cyclists away from the waterfront at 72nd Street, along the hillier path marked by the bold dotted green line. Click to enlarge. Image: NYC Parks

The waterfront greenway in Riverside Park is one of New York’s most popular places to bike and walk. During the summer, it can get crowded — so crowded that the Parks Department is proposing new detour routes to divert cyclists away from the waterfront path. Those routes are hillier and poorly lit, however, and advocates are worried that the department will compel cyclists to use them at all times.

On Monday, the Parks Department presented parts of its preliminary Riverside Park Master Plan to the Manhattan Community Board 7 parks and environment committee. The plan includes bike detours along three segments of the greenway — between 72nd and 83rd streets, 93rd and 99th, and 145th and 155th.

The detour path between 72nd and 83rd received some funding courtesy of Council Member Helen Rosenthal’s 2015 participatory budget and will be built next year. It includes a particularly steep incline at 79th Street, where cyclists will have to climb up and around the 79th Street Rotunda. Lowering the grade of the rotunda’s access ramps is included in the long-term Riverside master plan, but is not part of the upcoming project and will likely be very expensive.

CB 7 member Ken Coughlin, speaking for himself and not the board, said that while the waterfront esplanade can get messy in the summer, most of the time it is fine. The greenway is the most heavily-biked route in the city, and for much of the year there are more cyclists than pedestrians using the waterfront path.

He warned that the detour paths could pose particular problems during the winter, when there is limited lighting and inclines may freeze over and become slippery. “The absence of notable conflicts on the current riverfront path during most days and times does not justify forcing [cyclists] to divert to a sub-optimal hilly, indirect and potentially unsafe route at all times,” he said in an email.

Rosenthal’s communications director Stephanie Buhle said rules regarding cyclists’ use of the waterfront path have yet to be determined. “[We are] trying to assess and make sense of what will work to make sure pedestrians and cyclists are using the space in a way that makes it possible for everyone,” she said.

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After 8 Years, DOT Finally Has a Bike Plan for Dyckman St. CB 12: Not So Fast.

DOT's plan would put painted bike lanes on Dyckman Street between Broadway and Nagle Avenue and a two protected lane between Nagle and 10th Avenue. Image: DOT

DOT’s plan calls for painted bike lanes on Dyckman Street between Broadway and Nagle Avenue and a two-way protected lane between Nagle and 10th Avenue. Image: DOT

Eight years after uptown advocates first called for a bike connection across Inwood, linking greenways along the Hudson River and the Harlem River, DOT has a bike lane plan for Dyckman Street.

Between Broadway and Nagle Avenue, the redesign would convert the current four-lane design into DOT’s standard road diet template — a general traffic lane and a five-foot-wide un-protected bike lane in each direction, plus a painted median and center turn lanes. Between Nagle Avenue and Tenth Avenue, where there are already buffered bike lanes, the project would add a nine-foot two-way protected bike lane with a three-foot buffer along the north side of Harlem River Park.

While the plan falls short of the fully-protected connection advocates wanted, it’s a big improvement on a street that currently lacks space for cycling.

Washington Heights resident Jonathan Rabinowitz, who has pushed for a bikeable Dyckman Street for several years, said the project will provide a useful link to other recent bike network improvements in the neighborhood. “For someone who is going typically [north-south] like myself, even this minimal on-street bike lane approach is a benefit because it creates a space on those two blocks to connect Fort George Hill with Sherman Avenue,” he said.

In addition to the road diet and bike lanes, the project includes new median islands at Vermilyea and Post Avenues and a large painted curb extension and new crosswalk at the intersection with Tenth Avenue.

On June 6, DOT presented the Dyckman Street project to the Manhattan Community Board 12 transportation committee [PDF]. Instead of supporting the plan, the committee asked DOT to hold a workshop on the proposal and the overall transportation needs of the area. But neighborhood residents have already waited eight years for safer cycling on Dyckman.

The Dyckman project has gone through an interminable public process. In 2008, after months of local advocacy, CB 12 passed a resolution requesting a DOT feasibility study of a Dyckman protected bike lane. Then, in 2011 and again in 2012, the board requested bike lane upgrades. But now that a DOT plan has finally materialized, the committee wants to delay implementation with more meetings.

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Peds, Cyclists Fend for Themselves While Parks Department Fixes Bronx Paths

The Pelham Parkway Malls, which are used for walking and biking, are set for resurfacing and reconstruction work that's expected to last for two years.

The fenced-off Pelham Parkway malls at White Plains Road, by the entrance to the Pelham Parkway 2/5 station. Photo: Robert Wright

The Parks Department is making much-needed repairs to the Pelham Parkway malls, but the city has failed to provide good detours for walking and biking paths that are now blocked, creating hazards for pedestrians and cyclists.

The Bronx Times reports that both the north and south sections of the malls are closed off east of White Plains Road, where some people now walk in the roadbed.

The construction project is slated to take at least two years. While the work will improve conditions on paths that were falling apart, it looks like the Parks Department has failed to consider how people walking and biking will get around in the meantime.

Rehabilitating the Pelham Parkway malls, which run east-west from Bronx Park to Stillwell Avenue, has been a priority of Bronx Community Board 11 for many years. The current $1.35 million capital project, between Boston Road and Wallace Avenue, is the first of three phases of reconstruction expected to cost around $8 million.

“The intent for this project is to reconstruct the Malls providing a safe, attractive recreational space for pedestrians, cyclists and runners,” a Parks Department spokesperson told Streetsblog.

Construction began last month and is slated to finish in March 2018. Barebones information on the project is on the department’s website, and “signs are clearly posted to inform the public of this closure,” according to the Parks spokesperson.

Signs marking the closure don’t seem to be enough, though. Joe Menta of the Pelham Parkway Preservation Alliance told the Bronx Times that people are walking in the roadbeds next to the malls, where many drivers are coming or going from the high-speed Bronx River Parkway. Without a clearly delineated construction detour, there’s also one less decent option for east-west cycling in the central Bronx.

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When Will DDC Build the Brooklyn Greenway on Flushing Ave and West Street?

A preliminary rendering of the two-way bikeway and planted buffer slated for West Street in Greenpoint. Image: DDC

A preliminary rendering of the two-way bikeway slated for West Street in Greenpoint. Image: DDC

It’s been more than three years since NYC DOT announced its full implementation plan for the 14-mile Brooklyn Waterfront Greenway, a series of 23 capital projects that would build out the biking and walking path in high-quality, permanent materials. At the time, DOT said that construction would begin soon on the Flushing Avenue and West Street segments of the greenway, but with 2015 drawing to a close there’s still no sign of progress. What gives?

Both segments have gone through the community board review process. The Brooklyn CB 1 transportation committee voted for the proposal for West Street in 2012, and in 2013 CB 2 voted in favor of the Flushing Avenue segment, which was supposed to reach the construction phase last fall. As is often the case with capital construction projects, however, the Department of Design and Construction hasn’t implemented the greenway segments according to schedule.

DDC only furnished a vague progress report on the greenway projects, without a timetable, so we turned to Brooklyn Greenway Initiative co-founder Milton Puryear, who says that both the Flushing Avenue and West Street segments of the greenway are fully funded, designed, and ready to go.

Puryear pins the delays on Flushing Avenue and West Street on subsurface infrastructure improvements that must precede greenway construction. The West Street portion, for instance, includes bioswales and high-level sewers that will prevent stormwater from overloading the sewage system and from mixing with raw sewage before it goes into the river.

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Eyes on the Street: 8-Year Downtown Greenway Detour Finally Ends


Looking north on the newly reopened segment of the Hudson River Greenway by Brookfield Place. Photo: @DataVizier

Since 2007, people biking on the Hudson River Greenway in Lower Manhattan have had to take a circuitous detour into Battery Park City. Not anymore.

This weekend, the shuttered greenway segment reopened, providing a straight shot to and from the Battery. @DataVizier called our attention to these photos he took of the reconstructed greenway at night, and the Tribeca Citizen has more coverage.

Several agencies were involved in the eight-year process of rerouting and, after a very long wait, restoring the greenway. The detour began in 2007 to accommodate construction of an underground passageway beneath West Street, linking the Winter Garden at Brookfield Place to the World Trade Center PATH station. Originally slated to last until 2010, the detour dragged on for a full eight years, including two years after the PATH tunnel opened. The state DOT announced two months ago that the greenway would be back to normal by November.

Throughout all eight years of the greenway detour, motor vehicle capacity on West Street was barely affected.

But as of this weekend, convenient biking and walking access along West Street has been restored. Enjoy.

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Randall’s Island Connector to Open This Weekend

The Randall’s Island Connector, in the works for decades, will provide a direct link between the island and the South Bronx. Photo: Stephen Miller

The Randall’s Island Connector is set to open this weekend.

A greenway link between the island and the South Bronx, the connector has been on the agenda of advocates and electeds since the early 1990s. The project will provide a grade-level crossing over Bronx Kill from E. 132nd Street in Port Morris, under an Amtrak bridge, allowing people to get to the island on foot and by bike without having to contend with the Triboro Bridge.

The connector was built by the city’s Economic Development Corporation. According to South Bronx Unite and the web site Welcome 2 the Bronx a grand opening with a ribbon-cutting is scheduled for Saturday.

There will be a celebratory ride starting at 10 a.m. and the ceremony is set for 11. Details here.

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Bronx River Greenway Gets a $10 Million Boost From TIGER

A critical link in the Bronx River Greenway is getting a funding boost from the feds that should help put an end to years of bureaucratic delays.

Phase two of Starlight Park (the red part) includes the missing link in the Bronx River Greenway that will be getting a $10 million TIGER grant. Map: Bronx River Alliance

Yesterday the U.S. Department of Transportation awarded New York City a $10 million TIGER grant to build out walking and biking paths and bridges connecting two parks along the Bronx River. The project will fill a gap in the greenway so people can avoid a dangerous highway ramp.

The project consists of three bridges and .75 miles of paths directly linking Concrete Plant Park to the south and Starlight Park to the north. Without this link, the only route along the river between the two parks involves crossing a Sheridan Expressway access ramp.

The state DOT had years ago committed funds to the project, estimated in 2008 to cost $35.7 million, but that funding expired in 2009 after the department could not reach an agreement about one of the greenway bridges with Amtrak, whose Acela Express runs along the river between the two parks. In 2013, the first segment of Starlight Park opened, and the Bronx River Alliance called on the state and city to get the greenway project done as part of the second segment.

With the $10 million from the feds announced Monday, a $7 to $10 million funding shortfall remains, according to Claudia Ibaven of the Bronx River Alliance. In addition to the TIGER grant, the project has a commitment of $12 million from the city and additional funding from various state, federal, and non-profit agencies.

The project does have the attention of major elected officials. In a statement announcing the TIGER award, Senators Charles Schumer and Kristen Gillibrand, Mayor Bill de Blasio, and Congressman Jose Serrano all lauded the grant as an important step in the pursuit of better pedestrian and bicycle routes in the Bronx.

“This link is essential to making the Bronx River Greenway a truly viable non-motorized transportation network that promotes sustainability and healthy transportation options for South Bronx neighborhoods, which have historically been deprived of open space, bicycle and pedestrian trails, and waterfront access,” Gillibrand said in the statement.