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Posts from the Protected Bike Lanes Category

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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 Nagel 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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DOT Bike Planning Starts From Scratch in Clinton Hill

So long, Clinton Avenue Greenway. Image: DOT

The Clinton Avenue Greenway is not going to happen. Image: DOT

After withdrawing its plan for a two-way protected bike lane on Clinton Avenue last month, DOT will start over with a series of public workshops to develop a new plan for walking and biking safety in Clinton Hill and Fort Greene.

DOT Bicycle and Greenway Program Director Ted Wright shared the news at last night’s Community Board 2 transportation committee meeting.

At the same meeting, the committee declined to endorse a new signalized crosswalk at the Jay Street exit ramp from the Manhattan Bridge, one of the final elements in the agency’s plan for a protected bike lane on Jay Street.

Wright said the purpose of the upcoming meetings will be to develop a new plan for bike and pedestrian safety in the neighborhood. “Everything is on the table. This is not just going to be us talking about Clinton Avenue again,” he said. “It’s a full scale re-look at the entire process.”

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Biking on Amsterdam Avenue in NYC — Now More Like Biking in Amsterdam

Getting a protected bike lane on NYC’s Amsterdam Avenue was an epic struggle. This year, safe streets finally won.

Amsterdam Avenue is a neighborhood street on the Upper West Side, but it was designed like a highway with several lanes of one-way motor vehicle traffic. Local residents campaigned for nearly ten years to repurpose one of those lanes to make way for a parking-protected bike lane and pedestrian islands. They kept butting up against a few stubborn opponents of the street redesign on Community Board 7 (for viewers outside NYC, community boards are appointed bodies that weigh in on street redesigns, among other neighborhood changes).

Fed up with the dangerous conditions on Amsterdam, residents ramped up the activism. They staged silent protests and neighborhood actions to publicly shame the community board members stalling the redesign. Their efforts were rewarded earlier this year when CB 7 voted in favor of DOT’s plan for a protected bike lane on Amsterdam Avenue from 72nd Street to 110th Street. Although not fully built yet — 14 more blocks above 96th Street are still to come — the project has changed the feel of the street dramatically.

It was a hard-earned victory, and yesterday people who fought for a safer Amsterdam celebrated with a ride down the new bike lane. Here’s a look at the ride — a sight we should see many times again as advocates organize for more space for safe biking and walking throughout NYC.

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Protected Bike Lanes Will Connect South Bronx to Randall’s Island

DOT is creating two new protected bike routes linking the Randall's Island Connector with the Mott Haven and Port Morris neighborhoods. Image: DOT

DOT is creating protected bike routes linking the Randall’s Island Connector to Mott Haven and Port Morris. Image: DOT

Last fall, the city opened a direct car-free connection between the South Bronx and Randall’s Island. The Randall’s Island Connector provides convenient access to acres of parks and ballfields and — via the 103rd Street footbridge — Manhattan. But the truck-heavy industrial streets that lead to it still leave a lot to be desired. A new NYC DOT project would create bicycle links between the Connector and 138th Street [PDF].

The DOT project calls for protected bike lanes linking the Connector to streets on each side of the Bruckner Expressway, which divides Mott Haven to the west from the more industrial Port Morris to the east. The plan draws heavily from ideas put forward last summer by The Haven Project [PDF], an initiative of the New York Restoration Project. Bronx Community Board 1’s municipal services committee voted unanimously for it on Monday.

Segments of two-way protected bike lanes on Willow Avenue, 133rd Street, St. Ann’s Avenue, as well as a very short piece of 138th Street, would converge at Willow and 133rd, where the bike route to the Connector entrance at 132nd Street would follow a short jog on the sidewalk. For the most part the bikeways will be nine or ten feet wide with three-foot buffers, but on one block of 133rd the bi-directional lane will only be eight feet wide, including the buffer.

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A two-way bikeway on Willow Avenue, above, will draw cyclists to a route with less industrial truck traffic than parallel Walnut Avenue, below.

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Image: Google Maps

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DOT Will Close Remaining Gaps in First Avenue Protected Bike Lane

DOT plans to replace sharrows on First Avenue between 55th and 59th Streets with a parking-protected bike lane later this year. Image: DOT

DOT plans to replace sharrows on First Avenue between 55th and 59th Streets with a parking-protected bike lane later this year. Image: DOT

Soon there will be a continuous northbound protected bike lane along the length of First Avenue, from Houston Street to the Harlem River. On Monday, the Manhattan Community Board 6 transportation committee voted for DOT’s plan to plug the critical gaps in physical protection near the United Nations and the approach to the Queensboro Bridge [PDF].

From 55th to 59th Streets the First Avenue bike route currently consists of sharrows, and between 47th Street and 48th Street there is no physical protection. The new project would protect those five blocks. At the intersections of 57th Street and 59th Street, cyclists and drivers turning across the bike lane would have separate signal phases to eliminate conflicts.

In addition to creating a safer bike route, the redesign will shorten crossing distances for pedestrians. The sharrows on this part of First Avenue were not keeping people safe. On the four blocks from 55th to 59th, one cyclist and three pedestrians were severely injured, and three pedestrians were killed between 2010 and 2014.

DOT announced its intention to close what was then a 10-block gap in the First Avenue protected lane last May. The project was supposed to happen in two phases in quick succession, starting in the summer. But the first phase was delayed until the fall, and the second phase didn’t get off the ground until this year.

In addition to closing the gap from 55th to 59th, DOT’s plan resolves flaws in the design by United Nations Plaza. Motorists frequently ignore the bike lane between 47th and 48th, which is only separated from traffic by a painted buffer. There were multiple pedestrian and cyclist injuries at those intersections between 2010 and 2014, according to DOT.

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Eyes on the Street: A Proper Bike Lane on Shore Boulevard

The new Shore Boulevard bike lane will soon have flexible bollards separating it from car traffic. Photo: David Meyer

The new Shore Boulevard bike lane will soon have flexible bollards separating it from car traffic. Photo: David Meyer

The new two-way bike lane on Shore Boulevard in Astoria is rounding into form and just needs some finishing touches from DOT. With the bike lane, which replaced the northbound car lane on Shore Boulevard, pedestrians and cyclists will no longer have to awkwardly share the asphalt path inside the edge of Astoria Park, and crossings between the park and the East River waterfront will be shorter.

The Shore Boulevard redesign is one of three bike lane projects in the works for the streets near the park. In addition, DOT plans to put two-way protected bike lanes on Hoyt Avenue North and 20th Avenue [PDF]. Safer pedestrian crossings on 19th Street, the park’s eastern border, are also on DOT’s agenda, the agency has said.

Since 2009, more than 100 people have been injured on the streets surrounding Astoria Park, and last year, a hit-and-run driver killed 21-year-old Betty DiBiaso at 19th Street and Ditmars Boulevard. After the fatal crash, Assembly Member Aravella Simotas called for a completely car-free Shore Boulevard, which the city rejected. The protected bike lane, coupled with new pedestrian crossings, is the middle ground, giving pedestrians and cyclists more space while reducing the motor lanes to just one lane.

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First Look at DOT’s Concept for Better Grand Concourse Bike Lanes

Image: DOT

DOT plans to realign the Grand Concourse service road bike lanes along the medians, then cast them in concrete. Image: DOT

In February, DOT said it would upgrade the bike lanes on the Grand Concourse service roads, and last night the agency showed what it has in mind for the mile-long stretch between 166th Street and 175th Street [PDF].

The first step will be to shift the bike lanes to run along the median instead of the parking lane, reducing conflicts between cyclists and drivers accessing the curb. Later, the bike lanes will be rebuilt at sidewalk grade to provide physical separation from motor vehicles. The timeline for implementing the changes remains uncertain.

The city is currently reconstructing the Grand Concourse from the sewers on up between 161st Street and Fordham Road, a four-phase capital project. Last night’s presentation was an update from DOT on the second phase (covering 166th to 171st) and third phase (171st to 175th) to Bronx Community Board 4’s municipal services committee.

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After Unanimous CB 3 Vote, Chrystie Street Protected Lane Scheduled for Fall

DOT’s rendering of the two-way protected bike lane slated for Chrystie Street in the fall.

This two-way protected bike lane is coming to Chrystie Street in the fall. Rendering: NYC DOT

DOT’s plan for a two-way protected bike lane on Chrystie Street [PDF] got a unanimous vote of support from Manhattan Community Board 3 last night. The project is scheduled for implementation in the fall.

The project will place a two-way bike lane protected by parked cars and concrete barriers on the east side of Chrystie from Canal Street to Houston Street, improving connections between the Manhattan Bridge and protected lanes on First and Second avenues. It promises to be a major upgrade over Chrystie Street’s painted lanes, which are frequently blocked by cars, trucks, and buses. Last year, 16 cyclists and 14 pedestrians were injured on Chrystie Street.

The redesign concept was originally presented at the beginning of 2015 by Transportation Alternatives volunteer Dave “Paco” Abraham. It attracted support from CB 3 and almost every elected official who represents the area.

In addition to the Chrystie Street redesign, DOT plans to install a protected bike lane on Jay Street on the Brooklyn side of the Manhattan Bridge in the fall.

Image: DOT

A typical section in the Chrystie Street redesign. Image: DOT

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DOT Plans to Beef Up the Bike Network Around Union Square

DOT will make the protected lane on Union Square East two-way this summer. Image: DOT

DOT will make the protected bike lane on Union Square East two-way this summer. Image: DOT

The Manhattan bike network breaks down around Union Square, where southbound and northbound bike lanes currently dump riders into the chaotic confluence of 14th Street, Park Avenue, and Broadway. DOT presented a plan to fix some but not all of those gaps last night [PDF], garnering a unanimous vote in favor from Manhattan Community Board 5.

The major change will be the extension of the northbound protected bike lane on Fourth Avenue from 12th Street past the irregular intersection at 14th Street, and along the east and north sides of Union Square. This entails widening the current one-way bike lane alongside the park to eight feet and making it two-way. Biking south past 14th Street from Union Square East, however, would remain treacherous.

In addition, a new painted crosstown lane would extend from Union Square to Sixth Avenue, and another pair of painted lanes would extend east from the park on 15th and 16th streets. The 16th Street lane, however, will stop at Stuyvesant Park without a direct connection to the Second Avenue bike lane.

DOT's plan would also bring new bike lanes to East 15th, East 16th, and West 17th Streets. Image: DOT

The expanded bike lanes are in orange, brown, and purple. Map: DOT

Last night, Transportation Alternatives volunteer Janet Liff suggested that DOT expand the project to include a protected lane on Fifth Avenue, which could help with southbound bike trips. The bike lane on Fifth is currently unprotected and frequently blocked by service trucks and double-parked cars. Liff shared photos of the motor vehicles that obstruct the bike lane throughout the day. “Fifth Avenue from 23rd to 14th Street is actually kind of nasty,” she said.

DOT Bicycle and Greenway Program Director Ted Wright said that while a protected lane on Fifth excites him, he sees it as a separate project. “That’s a big project. It involves, perhaps, concrete,” he said.

Later on, Wright said that for the moment DOT doesn’t have the staff resources to take on a Fifth Avenue project. “We’re getting a lot of push on these things right now, and I would love to see this happen,” he said. “This year, we’re so over-booked on projects — that’s the hesitancy.”

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Eyes on the Street: First Signs of Amsterdam Avenue’s Protected Bike Lane

This isn’t Amsterdam, but it is a protected bike lane on Amsterdam Avenue. Photo: Lisa Sladkus

Exciting news to conclude this Bike to Work Day: NYC DOT has striped 24 blocks of the Amsterdam Avenue protected bike lane, from 72nd Street to 96th Street.

Once it’s finished, the segment DOT is building this year will run up to 110th Street. It’s a much-needed and long-desired northbound complement to the southbound protected lane on Columbus Avenue.

Amsterdam Avenue has been a treacherous speedway for years, and the redesign — which repurposed a lane of car traffic and will include concrete pedestrian islands — will no doubt save lives.

Upper West Side advocates — including Lisa Sladkus, who sent in these photos — worked for years to make this project a reality. The first community board vote for a protected lane on Amsterdam was way back in 2009. But it wasn’t until this February that a specific redesign cleared the obstructionist leadership of the board’s transportation committee.

Congrats and a big thank you to everyone who helped make it happen.

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