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Posts from the Protected Bike Lanes Category

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Helen Rosenthal Asks DOT to Install Protected Bike Lane on Amsterdam Ave

Council Member Helen Rosenthal has come out strongly for a protected bike lane on Amsterdam Avenue, sending a letter to DOT this week asking for a plan to calm traffic and provide a northbound complement to the Columbus Avenue bike lane.

Council Member Helen Rosenthal. Photo: NYC Council

Upper West Side Council Member Helen Rosenthal. Photo: NYC Council

“We need to make Amsterdam Avenue safer for families, and that’s just what this street redesign would do. I’ve seen it work on Columbus Avenue,” Rosenthal told Streetsblog yesterday. “It’s something that’s important to me, for my district.”

What prompted the letter? “It’s something that I knew I wanted to do from comments I’ve heard throughout the years from residents along Amsterdam Avenue,” said Rosenthal, whose district stretches from 54th Street to 96th Street on the West Side. She was especially inspired by the recent release of an anti-reckless driving video from Families for Safe Streets and the Taxi and Limousine Commission.

Street safety advocates have spent years trying to bring protected bike lanes and pedestrian islands to Amsterdam Avenue.

Although DOT installed (and then expanded) a bike lane on Columbus Avenue in recent years, with another extension proposed earlier this year near Lincoln Center, Amsterdam Avenue remains unchanged.

Any street redesign plan must be sent to the community board for advisory review. The hitch: DOT is reluctant to act without community board support and CB 7 has a track record of stalling when it comes time to implement protected bike lanes. In particular, procedural maneuvering by its two longtime transportation committee chairs, Andrew Albert and Dan Zweig, has led to a pattern of stasis and inaction.

Rosenthal, herself a former CB 7 chair, now recommends board members for appointment as a council member. She is confident that CB 7 will quickly support a protected bike lane plan.

“At the end of the day, the community board is advisory. I’m always interested in hearing from the community board. They always have insights, kernels of truth. I’m sure they’ll have some idea of tweaking DOT’s plan,” Rosenthal said. “I’m sure they’ll have some tweaks here and there, but I’m sure this will sail through.”

Updated 2:58 p.m.: DOT says it is “reviewing possible safety enhancements” on Amsterdam Avenue and will work with Rosenthal and CB 7 to discuss next steps.

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Streetsblog LA
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Los Angeles Gets Its First Protected Bike Lanes

Reseda Boulevard now has parking-protected bike lanes! A Los Angeles first! Photo via @LADOTBikeProg Twitter

Reseda Boulevard now has parking-protected bike lanes, a Los Angeles first. Photo via @LADOTBikeProg Twitter

Implementation of the very first parking-protected bike lanes in Los Angeles is underway on Reseda Boulevard in Northridge.

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Streetsblog USA
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Detroit Breaks Ground on First Protected Bike Lane Project

Detroit broke ground this week on its first protected bike lane. Image: Jefferson East Inc.

A parking-protected bike lane is coming to Jefferson Avenue in Detroit. Image: Jefferson East Inc.

The Motor City is getting its first taste of on-street protected bike infrastructure. Work has begun on a street redesign that will bring Detroit its very first bike lane where parked cars will protect riders from motor vehicle traffic.

The bike lane is part of a road diet for Jefferson Avenue in the historic Jefferson-Chalmers business district. Construction crews have begun adding landscaped islands to the street, and later in the year, the road will be resurfaced and protected bike lanes will be added, reports Jefferson East Inc., the nonprofit group helping lead the planning process.

“It will be the first in the city and, I believe, the state,” said Justin Fried, who manages the project for Jefferson East. “The goal is to calm the street, narrow the road and improve safety.”

The intersection of Jefferson and Chalmers has been a particular problem, according to Jefferson East, with a number of crashes injuring pedestrians. The first phase of the project is only seven blocks, but a second phase will extend it three miles to Grand Boulevard.

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Queens Boulevard Safety Plan Has First Encounter With a Community Board

Queens Community Board 2 transportation committee chair Joseph Conley, left, looks at DOT's plan for Queens Boulevard in Woodside. Photo: Stephen Miller

Queens Community Board 2 transportation committee chair Joseph Conley, left, looks at DOT’s plan for Queens Boulevard in Woodside. Photo: Stephen Miller

Skepticism from the Community Board 2 transportation committee toward DOT’s proposed changes for Queens Boulevard wore off over the course of a meeting last night, as board members learned more about the project for 1.3 miles of safety improvements [PDF]. DOT will return to the committee again after tweaking the plan, which appears to be on track to receive CB 2’s backing by June, in time to put changes on the ground this summer.

The meeting got off to an inauspicious start. “The headline that’s gone out is that the community has spoken,” said committee chair Joseph Conley. The more than 100 people at a January workshop DOT hosted about Queens Boulevard, he added, shouldn’t overrule his nine-person committee. “We wanted to make sure that it came to the community board.”

But as DOT presented the proposal and answered questions last night, the heat subsided. “Queens Boulevard doesn’t lend itself to what’s happening for people that live here and work here,” Conley said later. “It’s more of a transportation corridor than anything else.”

The Queens Boulevard redesign will proceed in two phases — first with temporary materials and later with concrete. Image: NYC DOT

The most high-profile component of the project is protected bike lanes running along the Queens Boulevard service roads. A member of the public urged DOT to install more substantial protection than plastic posts, but Conley had a different view. “There’s just some roads where bicycle lanes don’t belong,” he said. “Maybe Queens Boulevard is one of those places where bicycle lanes don’t belong.”

DOT Deputy Commissioner Ryan Russo replied that the jumbled street grid in Woodside doesn’t offer alternative bike routes. “Cyclists are choosing Queens Boulevard whether or not we put a bike lane,” he said, “so what we’re trying to do is make that activity as safe and comfortable as possible.”

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More Details From DOT’s Plan to Add Protected Bike Lanes to Queens Blvd

Here’s a closer look at DOT’s plan to add protected bike lanes and pedestrian safety measures to 1.3 miles of Queens Boulevard. DOT will be presenting these slides tonight to the Queens Community Board 2 transportation committee [PDF].

The top image shows the proposed layout on blocks where drivers can exit the central roadway to access the service lanes. The right-turn bays with tight angles, stop signs, marked crosswalks, and bike chevrons will replace this “slip lane” design that lets drivers enter the service road at speed:

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On some blocks, the slip lanes will be filled in entirely to create uninterrupted walkways and bikeways:

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At 60th Street, the proposal calls for filling in gaps between medians to create public spaces:

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Boulevard of Life, Phase 1: DOT Will Add Protected Bike Lanes to Queens Blvd

The Queens Boulevard service roads will have buffer space converted to protected bike lanes under a proposal unveiled today. Image: DOT

On a western section of Queens Boulevard, DOT will convert buffer space on service roads to protected bike lanes and pedestrian space this summer. Later, that design will be cast in concrete. Image: DOT

A key section of Queens Boulevard will get protected bike lanes this summer, DOT announced today. The improvements are the first phase of a broader $100 million overhaul that will encompass seven miles of the notoriously dangerous street.

Queens Boulevard is one of the only continuous east-west connections in the borough, making it a natural biking route, but it is designed for high-speed traffic. Dozens of people are seriously injured or killed each year at its complex intersections.

The initial DOT project calls for bikeways to be striped on the boulevard’s service roads between Roosevelt Avenue and 73rd Street by August. The bike lanes will later be cast in concrete as part of a total street reconstruction. Designs for future sections of Queens Boulevard, stretching seven miles east to Union Turnpike, will be unveiled after a series of public workshops.

DOT launched its Queens Boulevard planning process in January with a well-attended workshop in Woodside. Earlier this month, Families For Safe Streets and Transportation Alternatives rallied outside Queens Borough Hall to call on DOT to swiftly implement changes.

Advocates have been campaigning for a protected bike lane on Queens Boulevard for many years.

Lizi Rahman lost her son Asif, 22, when he was hit and killed by a truck driver in 2008 while riding his bicycle on Queens Boulevard at 55th Road. “We have to get a bike lane on Queens Boulevard. It might not bring my son back, but I would know that my son died for a good cause,” she said at a demonstration later that year. “I will do this for him and it will help save the other bikers in the future.”

Today, Rahman said she is “ecstatic” to hear about the bike lane plan. “I have been driving on Queens Boulevard for a long time and never really noticed, but after his death I noticed that there wasn’t a bike lane,” she said. “It’s a little bit emotional… I’d really like the bike lane to be named after Asif.”

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Streetsblog USA
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Engineering Establishment Sets Out to Purge Deviant Bikeway Designs

This is the masthead for the website of the bicycle committee of the National Committee on Uniform Traffic Control Devices. Apparently this group's attitudes about bike infrastructure are not much more advanced then its website. Image: NCUTCDBTC.org

This is the current masthead for the website of the bicycle committee of the National Committee on Uniform Traffic Control Devices. Image: NCUTCDBTC.org

The National Committee on Uniform Traffic Control Devices might be the most influential group of American bike policy makers you’ve never heard of.

The committee shapes street design standards in the United States to a large extent. Their recommendations become part of the Manual on Uniform Traffic Control Devices, a guide to street markings, signs, and signals that many professional engineers treat as gospel.

The NCUTCD consists mostly of older engineers from state DOTs. In recent years, its bikeway design orthodoxy has been challenged by a new wave of engineers looking to implement treatments that the American street design establishment has frowned upon, despite a proven track record improving the safety and comfort of bicycling. Most notably, the National Association of City Transportation Officials has released guidance on the design of protected bike lanes that the MUTCD lacks.

NACTO’s guidance is gaining adherents. Dozens of cities have implemented protected bike lanes in the past few years. The Federal Highway Administration endorsed the guide in 2013.

All this progress doesn’t seem to sit very well with some members of the old guard. In January, the NCUTCD passed a resolution [Word file] establishing a “task force” to investigate “interest groups that may not be part of the NCUTCD” that promote street designs which don’t conform to the Manual on Uniform Traffic Control Devices.

The MUTCD is supposed to allow for flexibility and deviation from the standard when conditions warrant, which often applies to “bicycle facilities in complex urban environments,” said Joe Gilpin, an expert on bikeway design with Alta Planning. NACTO designs are, according to Gilpin, “for the most part… created from standards already provided within the MUTCD, even if it’s being put together in a different way.”

But the recent resolution is a not-so-veiled attempt to impede that flexibility.

Not every member of the NCUTCD wants to hinder change. Bill Schultheiss, a consultant with Toole Design Group and a long-time member of the committee, was alarmed by the resolution. He says the structure of the committee leads to unnecessary foot-dragging.

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United Front of Electeds Join CB 3 to Ask for Protected Bikeway on Chrystie

Advocates’ design concept for a two-way protected bike lane on Chrystie Street. Streetmix by Dave “Paco” Abraham

A week after Manhattan Community Board 3 unanimously approved a resolution asking for a protected bike lane and pedestrian islands on Chrystie Street, elected officials representing the area — from the city, state, and federal levels — sent a letter to DOT Manhattan Borough Commissioner Margaret Forgione asking her to follow through [PDF].

The letter is signed by Congresswoman Nydia Velazquez, State Senator Daniel Squadron, Assembly Member Sheldon Silver, Borough President Gale Brewer, and Council Member Margaret Chin. (The only elected officials representing the area who aren’t included are the state’s two U.S. Senators and the mayor himself.)

“We believe it is important to take into account the concerns of the local community board when it speaks so strongly,” they write. “We ask DOT to study this area quickly, work closely with the community on any next steps, and keep our offices informed.”

DOT says it will examine whether changes requested for Chrystie Street, such as a two-way protected bike lane, are feasible. The agency does not yet have a timetable for the study.

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CB 12 Committee Puts Parking Over Safety in Vote on Uptown Bike Lanes

DOT is proposing significant bicycle and pedestrian upgrades in Washington Heights, but the Manhattan Community Board 12 transportation committee wants to nibble away at a protected bike lane in the plan. The committee voted to support the DOT plan but with modifications that would shrink a proposed protected bike lane on Edgecombe Avenue to preserve parking.

The plan offers protected bikeways on 170th Street, 158th Street, and Edgecombe Avenue. Map: DOT

The plan offers protected bikeways on 170th Street, 158th Street, and Edgecombe Avenue. Map: DOT

The plan [PDF] would provide river-to-river links between the Hudson River Greenway and High Bridge Park, where cyclists and pedestrians would be able to connect to the Bronx. The proposal comes after the approval of bicycle and pedestrian upgrades for the Bronx side of High Bridge Park [PDF].

The plan would result in a net loss of approximately 20 parking spaces. Most of the change is concentrated on Edgecombe north of 165th Street, where parking would be removed for the bikeway on sections of Edgecombe with two-way car traffic.

At its meeting Monday evening, the CB 12 transportation committee deadlocked, 2-2, on a vote to support the plan after members Jim Berlin and Anita Barberis protested the loss of parking. Berlin has a long history of prioritizing parking over street safety at CB 12, which covers a neighborhood where about three-quarters of households are car-free.

“This is a working-class area,” Berlin said, according to DNAinfo. “People don’t have the luxury of riding their bike in the morning and leaving their Beamer at home.”

“I’ve lived here my whole life, and the working-class people I know have MetroCards,” Maria Lopez replied to Berlin, reported DNAinfo. “I drive, but I support this plan.” Lopez is also a staffer for Council Member Mark Levine. After her reply, according to multiple meeting attendees, Berlin began a condescending response by calling her “honey child.”

“The entire room gasped,” said one person at the meeting. “It was racist, misogynistic and ageist all at once, and it was stunning…I just don’t think he realized how inappropriate that was.”

Eventually, the committee agreed on a compromise resolution, with a 4-0 vote, that supported the plan but asked DOT to shorten the protected bikeway on Edgecombe in order to preserve parking.

“It was somewhat disappointing, because one particular person, their opinion can really influence what happens in an entire community. And it was clear that the people from the community that came out really supported it,” said Ana Reyes, a Washington Heights resident and executive director of I Challenge Myself. The group offers bicycle education courses to high school students, including at the George Washington Educational Campus on Audubon Avenue.

“A lot of people don’t like to ride in traffic,” Reyes said. “The benefits outweigh the loss of parking spaces in terms of the amount of  kids, particularly, that would be able to access this park.”

The plan includes a lot of big improvements for safe walking and biking in the neighborhood.

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Streetsblog USA
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Protected Lanes Preview: Boston, Detroit, Indy, Minneapolis, Denver & More

Shelby Street in Indianapolis is a model for that city’s two latest protected bike lane projects.

pfb logo 100x22

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

Spring is three weeks away, and that means it’s time for one of American cities’ newest rituals: announcing the year’s protected bike lane construction plans.

Every few days over the last month, another U.S. city has released plans or announced progress in building protected lanes. Even more excitingly, many are in downtown and commercial areas, which tend to have the highest latent demand for biking. Let’s take a scan from east to west of the projects that popped onto our radar in February alone, to be built in 2015 or 2016:

Boston is “heading toward” a firm plan for protected lanes on the crucial Commonwealth Avenue artery between Boston University Bridge and Brighton, Deputy Transportation Commissioner Jim Gillooly said February 9. In column the day before, the Boston Globe’s Derrick Jackson endorsed the concept on the strength of a trip to Seattle, where he rode a Pronto! Bike Share bicycle down the 2nd Avenue bike lane.

“I did something here I am scared to death to do in Boston,” Jackson wrote. “I bicycled on a weekday in the city’s most bustling business district.”

New York City is on track to upgrade several blocks of Columbus Avenue near Lincoln Square with greater protection, improving connections to the Ninth Avenue protected bike lane in Midtown, after a February 10 thumbs-up from the local community board.

Columbus, Ohio, said February 2 that a 1.4-mile bidirectional protected lane on Summit near the Ohio State University campus is “just the beginning” of plans for biking improvements, thanks to advocacy group Yay Bikes and a receptive city staff.

Detroit is installing southeast Michigan’s first protected lanes this year on a “very short segment” of East Jefferson. Advocacy group Detroit Greenways says it’s “precedent setting and could serve as a model for all of Detroit’s major spoke roads.”

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