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Posts from the "Protected Bike Lanes" Category

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U.S. DOT to Publish Its Own Manual on Protected Bike Lanes

FHWA's Dan Goodman pointed to before-and-after images from New York's First Avenue retrofit to show how separated bike lanes can improve safety. Photos: ##http://upload.wikimedia.org/wikipedia/commons/4/42/First_Avenue_in_New_York_by_David_Shankbone.jpg##Wikimedia## and ##http://www.streetsblog.org/wp-content/uploads/2011/09/Downtown-First-Avenue.jpg##Streetsblog NYC##

FHWA’s Dan Goodman pointed to before-and-after images from New York’s First Avenue redesign to show how protected bike lanes can improve safety. Photos: David Shankbone/Wikimedia and NYC DOT

Before the end of this year, the Federal Highway Administration will release its own guidance on designing protected bike lanes.

The agency’s positions on bicycling infrastructure has matured in recent years. Until recently, U.S. DOT’s policy was simple adherence to outdated and stodgy manuals like AASHTO’s Green Book and FHWA’s own Manual on Uniform Traffic Control Devices (MUTCD) — neither of which included protected bike lanes.

In 2010, the department developed a policy stating that “every transportation agency, including DOT, has the responsibility to improve conditions and opportunities for walking and bicycling and to integrate walking and bicycling into their transportation systems” and that they should “go beyond minimum standards to provide safe and convenient facilities for these modes.” That was the first hint that the agency was looking beyond the Green Book and the MUTCD, which were (let’s face it) the very minimum of standards.

The department’s new strategic plan, released last year, emphasized pedestrian and bicycle safety and highlighted the need to create connected walking and biking networks that work for all ages and abilities, which is also a focus of the secretary’s new bike/ped safety initiative.

Then last year the agency explicitly endorsed “design flexibility,” unshackling engineers from the AASHTO and MUTCD “bibles” and encouraging them to take a look at the National Association of City Transportation Officials’ urban bikeway guide and the Institute of Transportation Engineers’ manual on walkability.

Now, with a secretary at the helm who’s determined to make bike and pedestrian safety his signature issue, the agency is going further. First, the next edition of the MUTCD (expected to be released in 2016 or 2017) will have a slew of new signage and markings recommendations for bicycling. FHWA’s Dan Goodman told an audience at Pro-Walk Pro-Bike earlier this month that the updated MUTCD is expected to have everything from signage indicating how bikes should make two-stage turns using bike boxes to stripes extending bike lanes through intersections — and, of course, guidance on buffered and protected bike lanes.

But perhaps more important than the changes to the MUTCD is the fact that FHWA is publishing its own manual dedicated to the design of protected bike lanes. (Despite the fact that the guide will deal exclusively with bike lanes that are protected from traffic with some kind of vertical barrier — not just paint — they still insist on calling the designs “separated” but not “protected” bike lanes, out of recognition of the fact that even what passes for “protection” in the U.S. these days — like flexible plastic bollards — don’t offer much protection against a moving car. Streetsblog calls these lanes “protected,” however, as a way to distinguish them from regular painted lanes, which are also “separated” from traffic.)

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PS 41 Parents and Staff Build Momentum for Protected Bike Lane on 7th Ave

What began as a push to extend a neighborhood slow zone has grown into a complete streets request for Seventh Avenue. Image: PS 41 Parents

What began as a push to extend a neighborhood slow zone has grown into a complete streets request for Seventh Avenue. Image: PS 41 Parents [PDF]

Manhattan community boards have already asked DOT to study protected bike lanes and pedestrian islands for Amsterdam, Fifth, and Sixth Avenues. Now a coalition of public school parents, teachers, and administrators is making headway in a campaign to redesign Seventh Avenue with a complete streets focus that protects pedestrians and cyclists.

Last Thursday, CB 2′s transportation committee unanimously passed a resolution asking DOT to study the avenue below 14th Street. CB 4′s transportation committee, covering Chelsea, is likely to take up the request next month.

The push for complete streets on Seventh Avenue began with concerns about intersections on Seventh Avenue South, which runs through the West Village from 11th Street until it becomes Varick Street at the intersection of Clarkson and Carmine. Built along with the IRT subway, the avenue opened in 1919, slashing across the West Village’s diagonal street grid and creating multi-leg intersections that continue to pose a threat to pedestrians.

It’s these intersections that worry a group led by PS 41 principal Kelly Shannon and Heather Campbell, chair of the school’s Parents’ Action Committee. The group had asked DOT to extend the West Village neighborhood slow zone eastward to cover schools between Seventh and Sixth Avenues. After the city rejected that request in July, the parents came back to CB 2′s transportation committee last week, focused on improving safety at multi-leg intersections along Seventh Avenue South.

They presented a complete streets redesign featuring a protected bike lane, pedestrian islands, and a northward extension of the median made out of flexible posts that currently divides traffic on Varick Street approaching the Holland Tunnel [PDF]. The group has also received a letter of support from State Senator Brad Hoylman.

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Eyes on the Street: It’s Not Easy, Being the Right Shade of Green

Photo: Julia Day

Does something seem… off? It’s not just you: This is not the standard color DOT uses for bike lanes. Photo: Julia Day

With construction on the massive Third Water Tunnel shifting east along Grand Street, the section of the street through Soho, Little Italy, and Chinatown is getting repaved for the first time in years. Along with the new surface comes restoration of Grand Street’s protected bike lane — this time with a twist: Unlike other NYC bike lanes, this lane is being repainted in a bright, Kermit the Frog shade of green.

DOT, which lays down a more bluish-green color on its bike lanes, directed questions about the hue to the Department of Design and Construction, which is in charge of the Grand Street reconstruction. (DDC hasn’t yet responded to a request for comment.) While this color scheme may be closer to the green on display in some other cities, it appears to be the DDC’s shade, not the new standard in bike lane tinting here in New York.

Photo: Clarence Eckerson Jr.

I am green. And it’ll do fine. It’s beautiful! And I think it’s what I want to be. Photo: Clarence Eckerson Jr.

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New DOT Report: Protected Bike Lanes Improve Safety for Everyone

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Injuries are down across the board on protected bike lane segments with at least three years of post-implementation crash data. The total number of injuries for cyclists dropped slightly even as the volume of cyclists on these streets increased, leading to big drops in what DOT calls “cyclist risk.” Chart: NYC DOT

In sync with Bicycling Magazine naming New York America’s best biking city, DOT released a report this week full of stats on the safety impact of protected bike lanes. It’s the most robust data the city has released about this type of street design, and the results prove that protected bike lanes make streets safer not just for cyclists, but pedestrians and drivers as well.

Segments of protected bike lanes in green had six years of before-and-after data for the study. Image: DOT

Segments of protected bike lanes in green had at least three years of post-implementation data and were part of this analysis. Image: DOT

For this analysis [PDF], DOT looked at protected bike lanes in Manhattan with at least three years of post-implementation crash data: segments of Broadway and First, Second, Eighth, Ninth, and Columbus Avenues. These streets saw big growth in cycling and major improvements in cyclist safety. The safety benefits extended to all road users, with total traffic injuries dropping 20 percent and pedestrian injuries down 22 percent.

The biggest improvement on these streets is in the diminished likelihood that a cyclist will suffer an injury — a metric DOT calls “cyclist risk.” Because injuries tended to fall or hold steady while cycling increased, most of the streets saw cyclist risk drop by more than a third. On Broadway from 59th Street to 47th Street, for example, bike volumes jumped 108 percent while crashes with injuries fell 18 percent.

The best results were on Ninth Avenue between 23rd and 16th Streets, where cyclists were 65 percent less likely to be hurt after the protected bike lane was installed. Only one of eight segments, Broadway between 23rd and 18th Streets, saw an increase in cyclist risk.

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Tonight: Important Complete Streets Meetings in Manhattan and Queens

Tonight’s a big night for livable streets events, with community board meetings on proposals for Greenwich Village, the Lower East Side, and Long Island City. Plus, join Streetsblog at ARTCRANK if you’re looking for some fun.

Key community board meetings tonight are:

  • Manhattan Community Board 2′s transportation committee will consider a resolution requesting that DOT study complete street treatments for Seventh Avenue South, including protected bike lanes and pedestrian islands. The board has already requested similar changes to Fifth and Sixth Avenues. The effort for Seventh Avenue South grew out of a failed attempt to extend the West Village Slow Zone. The meeting starts at 6:30 p.m.
  • On the East Side, Manhattan Community Board 3′s transportation committee will hear presentations on the Move NY fair tolling plan and a proposal from DOT to tweak the Clinton Street approach to the Williamsburg Bridge, which is used heavily by bicyclists coming to and from Grand Street. The Lower East Side Business Improvement District will also be presenting its proposals for streetscape improvements on Orchard Street. The meeting starts at 6:30 p.m.
  • The general meeting of Queens Community Board 2 will hear a presentation from DOT on planned pedestrian safety improvements in Long Island City, covering the Hunter/Crescent Area Triangle. The plan for this area, between Queens Plaza South and 44th Drive, would convert some streets to two-way travel, enlarge pedestrian islands, and add painted curb extensions. DOT already presented an earlier version of the plan to CB 2′s transportation committee in March [PDF]. The meeting starts at 7 p.m.

Not in the mood for a community board meeting? Join Streetsblog at Brooklyn Brewery tonight for ARTCRANK, a celebration of bike culture featuring hand-made, bike-inspired posters created by New York area artists. Plus, there will be food and drink. Limited edition, signed copied of all posters will be available for sale. Admission is free and Streetsblog will be raffling off accessories from Timbuk2 and Shinola, so come show your support.

In other community board news: On Tuesday evening, Manhattan Community Board 7 voted overwhelmingly in support of the West End Avenue road diet. The plan now includes pedestrian islands at 72nd and 79th Streets, in addition to those already planned at 95th and 97th Streets, according to West Side Rag. Milling and paving on West End Avenue has already begun, and Council Member Helen Rosenthal says the new striping will be complete by the end of October.

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Paint It Green: The Grand Street Protected Bike Lane Is Almost Back

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After three years in hibernation, the Grand Street protected bike lane is about to return. Photo: Ben Fried

The Grand Street protected bike lane is on its way back after three years out of commission during construction of the Third Water Tunnel, the biggest capital project in New York City history. The Department of Design and Construction has repaved Grand between Lafayette Street and the Bowery, and preliminary markings for the bike lane are visible.

Grand Street has Manhattan’s only crosstown protected bike lane of significant length outside of Central Park — a key eastbound route that links up with the Manhattan Bridge and the Williamsburg Bridge. For the last three-plus years, though, this part of Grand has been a non-stop construction zone, with pavement rough enough to untrue even the toughest spokes.

Now the street is smooth, except for a few blocks west of Lafayette, where crews are still at work. That stretch should get better pavement and protected bike lane markings soon, as work on the water tunnel shifts east to the section of Grand between the Bowery and Essex Street.

The thermoplast and green paint can’t come soon enough. Gotta stop this from becoming a habit:

grand_cop

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Eyes on the Street: Hudson Street Protected Bike Lane Under Construction

Doug Gordon of Brooklyn Spoke fame tweeted these photos from Hudson Street in the West Village, where DOT is installing a parking-protected bike lane that’s seeing use before the green paint goes down.

The upgrade was requested by Community Board 2. As Streetsblog reported in April, it converts the buffered bike lane on Hudson into a parking-protected lane between Houston and Bank Street, where it links up with the existing Eighth Avenue bike lane. It also extends the protected lane on Ninth Avenue south of 14th Street a few blocks, connecting it to the Bleecker Street striped lane.

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Protected Bike Lanes Attract Riders Wherever They Appear

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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. Second in a series.

The data has been trickling in for years in Powerpoint slides and stray tweets: On one street after another, even in the bike-skeptical United States, adding a physical barrier between bikes and cars leads to a spike in bike traffic.

Now, the first multi-city academic study of U.S. protected bike lanes is out, and a series of anecdotes have formed a very clear trend line: When protected bike lanes are added to a street, bike traffic rises — by an average of 75 percent in their first year alone, for the eight projects studied.

The bike spike showed up at every single facility measured, even those that previously had conventional painted bike lanes.

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Eyes on the Street: An Early Look at the Lafayette Protected Bike Lane

lafayette_street_1

Crews have been making good progress on the Lafayette Street redesign [PDF], the first protected bike lane project installed by the de Blasio administration. As of yesterday, the striping work had progressed from Spring Street up past 4th Street, where Philip Winn of Project for Public Spaces snapped these photos.

The Lafayette Street project will convert the northbound buffered bike lane into a protected lane from Prince to 12th Street. Some intersections will get pedestrian islands between the bike lane and motor vehicle lanes. DOT is really knocking this one out fast — Community Board 2 voted in favor of it less than a month ago. The redesign isn’t complete but people are already making good use of it:

lafayette_street2

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Safer, Saner Brooklyn Bridge Entrance on Track for Next Year

The Downtown Brooklyn entrance to the Brooklyn Bridge is set for some major upgrades. Image: DDC

The Downtown Brooklyn entrance to the Brooklyn Bridge is set for some major upgrades. Image: DDC

After years of planning and advocacy, an effort to improve the dangerous, ugly asphalt expanse on the Brooklyn side of the Brooklyn Bridge is set to take a big step forward tonight. Community Board 2 is meeting to vote on a resolution in support of a plan to expand space for walking and biking, realign car lanes, and add trees [PDF] that cleared its transportation committee with a unanimous 7-0 vote last month. Construction on the first phase is on track to begin as soon as the end of this year.

The Brooklyn side of the Brooklyn Bridge walking and biking path consists of a long, narrow concrete chute, sandwiched between the exhaust-choked car lanes of the Adams Street bridge approach. At the intersection of Adams and Tillary Street — both very wide streets dominated by motor vehicle traffic heading to and from free bridges — pedestrians and cyclists have to navigate a chaotic mess of traffic lanes, poorly coordinated signals, and narrow curb cuts to get to or from the bridge path.

The current design isn’t just unappealing, it’s dangerous for bike riders, walkers, and drivers alike: From 2008 to 2010, according to DOT, 339 people — including 24 cyclists and 32 pedestrians — were injured at nine intersections along the stretches of Tillary and Adams near the bridge.

The heart of the redesign is the intersection of these two streets, where the widened, tree-lined Brooklyn Bridge path entrance will have much more generous proportions for pedestrians and cyclists. South of Tillary Street, a center-running two-way bike lane would continue along Adams briefly before directing cyclists to striped bike lanes next to the parking lane on the next block, as Adams approaches Fulton Street. To make room for this wider median between Tillary and Johnson Streets, the service lanes on either side of this block of Adams will be eliminated.

Image: DDC

The plan for the western blocks of Tillary Street. Click to enlarge. Image: DDC

To make the whole area feel less like a highway, the city proposes reducing the amount of overhead signage and the presence of concrete barriers. Instead of the cattle chute, for example, pedestrians and cyclists on the bridge approach north of Tillary will be separated from car traffic by vegetation and a low chain barrier.

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