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Posts from the Protected Bike Lanes Category

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DOT Will Fill in Most of the Second Avenue Bike Lane Gap in Midtown

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The current bike route on Second Avenue goes under these delivery trucks. Image: Google Street View

DOT will present plans this spring to fill most, but not all, of the remaining gaps in the north-south protected bike lanes on the East Side of Manhattan. Significantly, DOT intends to create a physically protected bike lane on Second Avenue between 59th Street and 43rd Street. Combined with the bike lane extension coming to the Upper East Side after surface work on the Second Avenue Subway wraps up, the project would close most of the remaining gaps on the avenue but leave the approaches to the Queensboro Bridge and the Queens Midtown Tunnel exposed.

DOT Manhattan community liaison Colleen Chattergoon shared the news with the Community Board 6 transportation committee last night. The remaining gaps, she said, will be addressed in future projects but not this year. Chattergoon also said that DOT expects Select Bus Service on 23rd Street to launch later in 2016.

Since putting in protected bike lanes on First and Second south of 34th Street in 2010, the city has added segments in East Harlem, the Upper East Side, and Midtown piece by piece — leaving the most traffic-choked blocks for last. As of now, from Houston Street to 125th the only gaps in protection on the First Avenue bike lane are between 47th and 48th streets (it’s a curbside buffered lane for that block) and between 56th and 59th streets (currently sharrows). Both of those gaps are in line to be protected later this year, said Chattergoon, with DOT expecting to present a plan in May or June.

The Second Avenue bike route has the bigger gap, with no protection between 105th Street and 34th Street. In January, Manhattan CB 8 endorsed DOT’s plan to install a parking-protected lane on Second Avenue above 68th Street after subway construction is finished. The project DOT will present in the spring will call for a protected lane between 59th and 43rd. That would leave two significant gaps — one leading up to the Queensboro Bridge and another leading up to the tunnel. DOT intends to fill those gaps at some point, the only question is when.

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Take a Look at DOT’s Chrystie Street Bike Lane Design

Cyclists traveling to and from Brooklyn via the Manhattan Bridge will soon have a protected bike connection on Chrystie Street. Image: Gothamist/DOT

People biking to and from the Manhattan Bridge will soon have a safer connection on Chrystie Street. Image: NYC DOT

DOT will show its highly-anticipated plan for a protected bike lane on Chrystie Street between Canal Street and 2nd Street to Manhattan Community Board 3 tomorrow, and Gothamist has posted renderings from the presentation.

Chrystie Street is an essential bike connection to and from the Manhattan Bridge, but it can be a hair-raising ride full of dodging and weaving around double-parked vehicles.

Image: Gothamist/DOT

Image: DOT

DOT’s design calls for a two-way parking-protected bike lane on the east side of Chrystie, with a three-foot buffer and nine feet for the bike path itself. It looks very similar to the design pushed last year by street safety advocates. Take a look:

At Canal Street, where motorists come off the bridge onto Chrystie, cyclists would be protected by concrete barriers. Between Rivington and Grand, where the road is narrower, the bike lane will be separated by flexible bollards, not a parking lane. The design of the intersection with Houston Street, where the southbound Second Avenue bike lane feeds into Chrystie Street, is still in development, according to Gothamist.

Gothamist also reports that DOT will soon propose a protected southbound bike lane on Jay Street from the Manhattan Bridge path to Schermerhorn Street.

Tomorrow’s CB 3 meeting starts at 6:30 p.m.

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Can You Believe a Few People Are Still Suing to Rip Out This Bike Lane?

Photo: Doug Gordon

It was just about five years ago that attorneys with the law firm Gibson, Dunn and Crutcher, working pro bono on behalf of some people with ties to Senator Chuck Schumer, filed suit against the city for installing the Prospect Park West bike lane. In August 2011, Kings County Supreme Court Judge Bert Bunyan dismissed the suit, but not before bike lane opponents battered DOT and its bike program in the press for several months through various surrogates.

Amazingly, the lawsuit shambles on to this day, as bike lane opponents Louise Hainline and Norman Steisel continue to press their appeal.

In 2012, an appeals court ruled that Bunyan had to hold another hearing to determine if the bike lane was a “pilot” or not. The lawsuit only has standing if the bike lane was a pilot, for arcane reasons explained here. The outcome basically hinges on whether former Brooklyn Borough President Marty Markowitz should be believed when he says former DOT chief Janette Sadik-Khan told him the project was a pilot — testimony that he submitted at the last possible moment.

Today, Sadik-Khan and former bike and pedestrian program director Josh Benson testified in Bunyan’s court room, revisiting events that happened nearly six years ago. Next month, Markowitz is scheduled to testify.

I caught a few minutes of the proceedings this morning and the scene was surreal.

Just about all the major players from 2011 have moved on. Markowitz is no longer borough president. Sadik-Khan is no longer at DOT. Benson recently took the top transportation job in Stamford, Connecticut. Schumer’s wife Iris Weinshall, the former DOT commissioner who helped land free services from Gibson Dunn, hasn’t been actively involved in years. One of the named parties suing the city, Lois Carswell, has died. The only people actively involved in relitigating the case, at least publicly, are Hainline and Steisel, but they were both no-shows.

Meanwhile, children who weren’t born when the lawsuit was filed are now old enough to bike on the PPW protected lane.

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DOT: Grand Concourse Project to “Replace and Upgrade Existing Bike Lanes”

A cyclist was killed last year at the intersection of Grand Concourse and 158th Street, pictured, where there is currently no dedicate bike infrastructure. Photo: Google Maps

A cyclist was killed last year at the intersection of the Grand Concourse and 158th Street, above, where there is currently no bike infrastructure. Photo: Google Maps

With Bronx Borough President Ruben Diaz calling for better bike infrastructure on the Grand Concourse, there’s some serious political momentum to make this major north-south thoroughfare a safer street. How far will DOT take it?

The Grand Concourse is one of DOT’s Vision Zero “Great Streets” projects slated for capital improvements in the next few years. Currently, it has buffered bike lanes on the service roads above 162nd Street but no bike infrastructure south of that.

That’s a problem: A sizable chunk of cyclist injuries on the Grand Concourse in 2015 occurred below 162nd Street, including one fatality at 158th Street by Franz Sigel Park.

An agency spokesperson provided the following statement when Streetsblog asked if the Grand Concourse would be redesigned with a protected bike lane:

DOT plans to replace and upgrade the existing bike lanes as part of the ongoing capital reconstruction of the Grand Concourse. We expect to present proposals for the next phases of Capital Reconstruction to local stakeholders and Community Boards in the Spring.

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DOT: Pulaski Bridge Bikeway Will Open By End of April

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The steel fence will extend over the drawbridge section of the Pulaski, protecting the new bikeway. Photo: Jon Orcutt

Construction of the Pulaski Bridge bike path is slated to finish at the end of April, according to a DOT spokesperson. As DOT’s bridge division puts together the finishing touches, specifics of the new design are coming to light, including how the bike lane will negotiate the drawbridge section of the Pulaski.

On most of the bridge, the bike lane will be separated from motor vehicle traffic by concrete barriers. The concrete transitions to metal railings near the drawbridge section. Currently, there is no railing on the drawbridge itself, but DOT says that’s coming soon.

TransitCenter’s Jon Orcutt tweeted pictures of the new railings yesterday:

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Queens CB 1 Votes for Protected Bike Lanes By Astoria Park

On Shore Boulevard, DOT plans to calm traffic and alleviate conflicts between cyclists and pedestrians by repurposing the north-bound car lane as a two-way protected bike lane [PDF]. Image: DOT

By a vote of 33 to 1 last night, Queens Community Board 1 endorsed DOT’s plan for traffic-calming on the streets around Astoria Park.

Local electeds requested traffic-calming in the area after a hit-and-run driver killed 21-year-old Betty DiBiaso at the intersection of 19th Street and Ditmars Boulevard, at the park’s northeast corner.

The DOT redesign will add two-way protected bike lanes on sections of Hoyt Avenue North, 20th Avenue, and Shore Boulevard [PDF], with the agency planning to address pedestrian crossings on 19th Street, the park’s eastern border, in the near future.

On Shore Boulevard, which separates the park from the East River waterfront, the northbound travel lane will be repurposed as a protected bike lane, and DOT will create safer pedestrian crossings between the park and the water.

In a statement commending the board’s vote, Council Member Costa Constantinides said the redesign “will bring greater traffic sanity to the streets around the jewel of our neighborhood, Astoria Park,” and that more must be done to improve safety on nearby streets.

Streetsblog USA
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How Cities Clear Snow From Protected Bike Lanes: A Starter Guide

A Kubota sweeper/plow, center left, clears the sidewalk at 300 South and 200 West, Salt Lake City. Image: SLC

pfb logo 100x22This post is by Tyler Golly of Stantec and Michael Andersen of The Green Lane Project, a PeopleForBikes program that helps U.S. cities build better bike lanes.

As protected bike lanes have spread from city to city across North America, a problem has followed: snow.

Most protected bike lanes are too narrow for standard street plows. So how are cities supposed to keep them clean?

Last year, the two of us decided to try and help more cities solve this problem by researching the best equipment to use for clearing snow from protected bike lanes. We wanted something like PeopleForBikes’ past post about the best sweepers for clearing protected bike lanes of leaves and debris.

But after talking to city staffers across North America and Europe, we realized that the challenges of winter are different than the challenges of fall. The reason is that winters themselves are so different from city to city.

The snow that piles into a protected bike lane in Chicago is very different in quantity, weight and thaw pattern than the snow in Calgary, which is very different than the snow in New York City.

Moreover, there’s just not as much variation among snow-plowing equipment. As one staffer we spoke to put it, the perfect plow rig for your bike lane is the biggest one that isn’t too big.

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Safer Streets for Corona and Elmhurst vs. Queens Community Board 4

111th Street would receive a two-way protected bike lane, expanded pedestrian space, new crosswalks, and added parking. But CB 4 members are worried about reducing the number of car lanes. Image: DOT [PDF]

DOT’s plan would calm traffic on 111th Street by adding a two-way protected bike lane, pedestrian space, crosswalks, and parking. Image: DOT [PDF]

This could be a big year for safer street designs in Corona and Elmhurst. DOT’s plan for a protected bike lane on 111th Street is poised to improve access to Flushing Meadows Corona Park, and the agency is expected to move ahead with the second phase of its Queens Boulevard redesign. The way things are shaping up, however, it looks like DOT may have to take the initiative without waiting for Queens Community Board 4 and chair Louis Walker to sign off on these projects.

On Tuesday, two local residents spoke in favor of the 111th Street safety improvements [PDF] at a CB 4 meeting. Martin Luna said that when he and his family bike or go to the park for baseball practice, getting across 111th and its highway-like design is nerve-wracking. “If something happened to me it’s nothing, right, but my kids are more important for me,” he said. “We don’t feel safe in this area.”

But Walker denied that dangerous conditions on 111th are an impediment to park access. “We have access to the park. Don’t say that we don’t have access to the park,” he said. “The park’s not closed, it’s open all the time. It’s very used.”

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Martin Luna, left, says he doesn’t feel safe crossing 111th Street with his kids to get to Flushing Meadows Corona Park. Photo: Luke Ohlson

Walker was not in the mood to listen to people talk about the plan, which would narrow the traffic lanes and add a two-way protected bike lane along the border of the park. “Just remember, it has not been presented to us — whatever the latest official plans are — and we’ve not voted on it, so that’s the end of that discussion for now,” he said. “I frankly am getting a little tired of hearing about [111th Street], when it hasn’t been presented to us. When it is presented to us we will see what is presented and debate it at that time.”

DOT already presented a plan for 111th Street to CB 4 twice last year, but board members have so far failed to advance it. The department has also conducted two traffic studies because the board is worried that 111th Street can’t handle traffic from major sporting events if the car lanes are trimmed. (Video captured by Transportation Alternatives volunteers during the World Series suggests this is an imaginary problem.) In addition, Council Member Julissa Ferreras-Copeland hosted multiple public design workshops with DOT last summer.

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In the Works: Better Bike Connections Between East Harlem and the Bronx

The two-way bike lane on First Avenue between 124th and 125th will be protected by a raised concrete barrier. Image: DOT

The two-way bike lane on First Avenue between 124th and 125th will be protected by a concrete barrier. Image: DOT

On Tuesday, DOT presented plans to Manhattan Community Board 11 for two short segments of two-way protected bike lanes to improve connections between East Harlem and the Willis Avenue and Triborough bridges [PDF].

Both bridges link the South Bronx and Upper Manhattan, but the current connections to the Manhattan bike network don’t work well.

DOT's plan for 124th Street requires cyclists to use crosswalks to get onto Second Avenue.

Where 124th Street meets Second Avenue, cyclists would use sidewalks and crosswalks to get onto Second Avenue. Image: DOT

To get to Second Avenue, cyclists coming from Willis Avenue are expected to use 125th Street, where they must contend with cars coming from six different directions at the intersection with the Triborough ramps. Similarly, no safe route exists for cyclists hoping to get from the northbound lane on First Avenue to either bridge.

Those conditions lead cyclists to seek safer routes that violate the letter of the law. According to DOT, 40 percent of cyclists on First Avenue between 125th and 124th travel against northbound traffic. In the last few years, cyclists have been injured at all four intersections of 125th and 124th with First and Second.

DOT’s plan calls for a barrier-protected two-way bike lane on First between 125th and 124th and a parking-protected two-way lane on 124th Street between First and Second. This will create safer connections for southbound cyclists from Willis Avenue and northbound cyclists heading to the Triborough, especially.

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Amsterdam Ave Protected Bike Lane Finally Happening After 28-13 CB 7 Vote

Hundreds of people packed into Goddard Riverside Community Center last night to speak out in favor of DOT's proposed redesign of Amsterdam Avenue. Image: Luke Ohlson/Transportation Alternatives" width="529" height="397" /></a> Hundreds of people packed into Goddard Riverside Community Center last night to speak out in favor of DOT's proposed redesign of Amsterdam Avenue. Photo: Luke Ohlson/Transportation Alternatives

Hundreds of people packed into Goddard Riverside Community Center last night, most to speak in favor of DOT’s proposed redesign of Amsterdam Avenue. About a hundred more were denied entry because the venue reached capacity. Photo: Luke Ohlson

By a count of 28 in favor and 13 opposed, Manhattan Community Board 7 voted last night to endorse DOT’s plan for a protected bike lane along Amsterdam Avenue from 72nd Street to 110th Street. The vote affirmed a safety project that Upper West Siders have worked toward for several years, but the meeting itself devolved into farce, with some board members making a last-minute attempt to stop the redesign despite the long public process, endorsements from major elected officials, and the large crowd who turned out to support it.

More than 200 people packed the meeting room at Goddard Riverside Community Center, the vast majority in favor of the project. With a larger meeting room, the crowd would have been a lot larger — at least 100 people were denied entry after the room reached capacity.

DOT’s plan would calm traffic on Amsterdam Avenue by replacing a general traffic lane with a parking-protected bike lane and concrete pedestrian islands [PDF]. With four northbound moving lanes, Amsterdam’s current design leads to dangerous speeding and higher-than-average injury rates. The bike lane would provide a safe northbound complement to the southbound protected lane on Columbus Avenue. The project is on track to be implemented in the spring.

Local City Council members Helen Rosenthal and Mark Levine spoke in favor of the project last night. But some board members appointed by Rosenthal and Manhattan Borough President Gale Brewer did their best to stop it.

In a ploy to prevent any change, former CB 7 Chair Sheldon Fine proposed a substitute resolution that called on DOT to address safety on Amsterdam Avenue without the protected bike lane. The resolution requested that DOT instead make the Columbus Avenue bike lane two-way, a design that doesn’t exist on any wide NYC avenue with frequent intersections and would introduce new conflict points between turning drivers and northbound cyclists. Fine argued that this wouldn’t amount to tossing several previous CB 7 votes out the window, but most people on the board weren’t buying it.

“This conversation has been going on for five years,” board member Mel Wymore told Fine. “What you’re proposing is first of all sandbagging a two-year process and secondly, the DOT had already told us that what you’re proposing would not be the safety improvements that we’re asking for here. We need a good bike lane not for the bikes, but to calm the traffic and save lives.”

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