The New York City Department of Transportation’s (DOT) Art Program has partnered with nonprofit New York Cares to paint two bike lane barriers in styles that will appeal to true 90s kids. On Columbia Street, between Atlantic Avenue and Congress Street in Cobble Hill, Brooklyn, 30 volunteers assisted artist Nancy Ahn to paint 1,000 feet of concrete barrier. The piece, Crushing It, is influenced by pixelated video game graphics of the 1990s. Like Donkey Kong, cyclists get to "collect" coins and bananas as they traverse the path. Up in the Bronx, the two organizations collaborated on another barrier beautification on East 161st Street between Gerard Avenue and Concourse Village West, in the Concourse neighborhood. 20 volunteers pitched in to help artist Sarah Nicole Phillips paint “Cats in Repose,” a linear piece inspired by the artist's own languid black cat. The DOT notes that these projects are intended to beautify the otherwise drab concrete dividers, and add a measure of delight to the daily commute. The cat painting, like its Brooklyn sibling, seems designed to appeal to millennials specifically, although who doesn't love colorblocking, cute felines, and Nintendo? DOT Art is currently soliciting RFPs for temporary, site-specific installations for Summer Streets events. A minimum of two artists (in any medium) will be chosen, and artists can receive up to $20,000 to realize their projects. To see past installations, check out the program's Flickr page.
Posts tagged with "bike lanes":
Since the turn of the century, the number of motorists in London more than halved from 137,000 to 64,000. In the same period, cyclist numbers trebled from 12,000 to 36,000, showing that more commuters are increasingly choosing two wheels over four to get to work. Britain now boasts over two million weekly cyclists—an all-time high, according to British Cycling, a governing body in the UK. Sales of U.K. manufactured bikes subsequently grew 69 percent in 2014 and the effect of this is most evidently seen in the capital. "You can probably trace it back to the bombing attacks in London in 2005," points out Simon Mottram, founder of cycling clothing firm Rapha, in a BBC report. "The day after, the tube lines were all still closed, and suddenly there were lots of people on bikes to get to work.” "Not to forget the government's Cycle To Work scheme [introduced back in 1999 and which allows people to buy a bike tax-free]. And the underlying increased focus on health and fitness” he added. Transport for London has described the shift in transport method as "a feat unprecedented in any major city.” However, change is not happening fast enough for some as London lags behind other European capitals. Such is the case with Madrid, which placed restrictions on vehicle types entering the city center. Oslo is banning all cars entering by 2019 along with large parts of the River Seine being pedestrianised in Paris. Dublin, too, will have pedestrianized areas by 2017. Cyclist safety is also hot on the agenda. In 2012, 14 cyclists died on London’s roads and a staggering 671 were severely injured. A year later, six more died in the space of three days. That period in late 2013 marked a turning point for changing attitudes towards cyclist safety in the capital. Campaigners prior to then had been calling for separate bike lanes for years, though only now are their efforts coming to fruition. Cycle “superhighways” have been introduced by Mayor Boris Johnson during his tenure, though many argue that while these are a step forward, they still fail to provide a physical barrier between cyclists and drivers. Changes, though, are still being made. Already, lower traffic lights for cyclists are being trialled across the city and new solutions are still yet to be implemented. These include a two-stage right turn system and early release for cyclists ahead of cars at traffic lights. Both can be seen in the video below. http://touchcast.files.bbci.co.uk/performances/6172b9e8049da6f6fa73b30a0ccd4f0c/A540765C-1265-4B0A-9F55-D947ACD20E0E.m4v “I think it is a lot safer for new cyclists, it will give them more confidence to cycle round London” said one commuter speaking to the BBC. According to city authorities, most superhighways should be completed by the summer. A map of all current superhighways can be seen below.
Philadelphia officially recognizes cyclists as a constituency deserving special protection. This week, Mayor Jim Kenney announced the creation of a "Complete Streets Commissioner," a new position in city government to oversee the creation of more bike-friendly infrastructure. But the story gets complicated from there. Historically, Kenney is not the most ardent supporter of "complete streets," a term coined by the National Complete Streets Coalition to describe roads harmoniously designed for cyclists, pedestrians, public transportation users, and cars. In 2009, as a City Council member, Kenney introduced legislation to up fines for headphone-wearing bike riders. His co-legislators are not too enthused about bikes, either: The same City Council gave itself veto power over proposed bike lanes in 2012. The Bicycle Coalition of Greater Philadelphia lead the creation of the commissioner position. According to Philadelphia Magazine, the Bicycle Coalition organized a mayoral forum for Democratic candidates, where each would-be mayor claimed to support "Vision Zero" objectives. The group issued a platform last year during election season, outlining reforms needed to make safer streets. Sarah Clark Stuart, executive director of the Bicycle Coalition, maintains that "creating a commissioner who is thinking about and looking at all transportation modes, and how to make them safer and work better for everyone, that is new. And what that signals is that there is a dedicated, high-ranking official who is assigned the responsibilities to marshall citywide resources and set policy toward the goal of making Philadelphia's streets safer for everyone." Why isn't Philadelphia's Office of Transportation & Utilities assuming these responsibilities? In a shift towards a "strong-managing-director form of government," Kenney is simultaneously creating the Complete Streets Commissioner position while closing the Office of Transportation & Utilities. Clarena Tolson, the Deputy Managing Director of Transportation & Infrastructure, will continue to oversee street maintenance, water, some of the complete streets program, as well as synchronize operations of the Philadelphia Energy Authority and SEPTA. There's no word yet on the application process. Urbanists, keep your ears peeled.
You Know I’d Bike 1,000 Miles: New York City celebrates milestone achievement in bike infrastructure
The New York City Department of Transportation (NYCDOT) announced this week that it has created 1,000 miles of bike lanes (map) across the five boroughs. The 1,000th mile, on which just opened along Clinton Street in Lower Manhattan, is one of twelve new miles planned for 2015. Unsurprisingly, Brooklyn has the greatest stretch of dedicated bike lanes (310.7 miles), though Manhattan has the most lanes (around 122 miles) entirely separate from car traffic. New York City's 1997 Bike Master Plan called for 1,800 miles of bike lanes across the five boroughs. Current projects focus on creating safer streets, maintaining continuity between existing bike lanes, and meeting demand where ridership is high. As part of the Vision Zero transportation safety initiative, Woodside, Queens, is getting protected bike lanes on Queens Boulevard (a.k.a. the Boulevard of Death) between 73rd Street and Roosevelt Avenue. As part of a Complete Streets program, an east-west bike lane along 165th Street in the Bronx will connect north-south routes in the borough. This year, after some delay, upgraded bike lanes came to the Pulaski Bridge. The bridge is a key conduit between Brooklyn and Queens that has seen its ridership more than double since 2009. The full list of proposed and in progress bicycle route improvements in New York City can be found here.
Chicago's long-awaited bikeway and elevated park, The 606, opened last weekend (on 6/6, no less) to a rush of pedestrians and cyclists who were eager to test out the new 2.7-mile trail after years of planning, design and construction. The public park remains extremely popular in the sunny week following its debut. https://vimeo.com/130217662 Formerly called the Bloomingdale Trail, the former railroad has been likened to New York City's High Line, but it is quite different—the 606 is as much a highway for bikes as anything else, due in part to its having been largely funded through the U.S. Department of Transportation's Congestion Mitigation and Air Quality (CMAQ) improvement program. For those who haven't had a chance to visit the trail, Steven Vance of Streetsblog snapped this time-lapse video of a recent bike ride that covers the length of the trail, which runs through the West Side neighborhoods of Humboldt Park, Logan Square, Wicker Park, and West Town. (Vance is also a contributor to AN.) https://instagram.com/p/3tlNEuERTh/ Michael Van Valkenburgh Associates led the design of the trail, which slopes slightly at various points throughout its length to slow bike traffic and suggest spaces for community events. Several access points connect the elevated trail to parks and city streets below. Meanwhile with The 606 up and running, affordable housing advocates are worried the popular park could help swell the tide of gentrification sweeping out longtime neighborhood residents. https://instagram.com/p/3t4zaOCP0J/
This solar-power generating bike lane in the Netherlands wows engineers by producing more juice than expected
Performance-wise, the Dutch power-generating bike path, SolaRoad, has overshot expectations, generating upwards of 3,000 kilowatts of power in the six months since its launch. The 230-foot concrete strip is located in Krommenie, a village northwest of Amsterdam, and is undergoing a three-year pilot test for material feasibility. The wattage generated in the first six months, according to SolaRoad, suffices to power a one-person household for a whole year. Based on this track record, the bike path is expected to generate 70 kilowatt hours per square meter per year (approximately 22,189 kilowatt hours per square meter per year), close to the upper limit predicted in lab tests. “We did not expect a yield as high as this so quickly,” Sten De Wit, spokesman for SolaRoad, said in a statement. The surprisingly inconspicuous solar panels are embedded into the concrete paving like ceramic tiling. Each panel is protected by an 0.4-inch layer of transparent, skid-resistant tempered safety glass designed to withstand the weight of passing vehicles. The pilot test itself will gauge the skid resistance of the solar panel path as compared to asphalt, and to ensure that it does not create any distracting reflections. Over 150,000 cyclists have reportedly traversed the solar-generating part of the path. According to SolaRoad, they “hardly notice it is a special path.” However, tests have shown that significant temperature fluctuations cause the glass coating to shrink, so that parts of it peel away in the winter and early spring. The coating has since been repaired, and engineers are in the “advanced stage” of developing an improved top layer. The 3-year pilot project, costing around $3.8 million, is a public-private partnership between the Dutch province of Noord Hoolland and engineering firms TNO, Ooms Civiel, and Imtech. Closer to home, Idaho inventors Scott and Julie Brusaw have their own iteration of power-generating roads, called Solar Roadways. The Brusaws are building a prototype parking lot in their headquarters featuring 108 panels to test their efficacy in the face of vehicle-imposed wear-and-tear. The hexagonal panels are designed for roads, driveways, parking lots, bike trails, and eventually, highways, and have already courted $850,000 in seed funding from the federal government and an additional $2 million from crowdfunding website Indiegogo.
According to Palo Alto Weekly, Stanford University will soon break ground on a new series of bike and walking trails around its campus designed by Page/BMS Design Group. The 3.4-mile "Perimeter Trail" will stretch along sections of El Camino Real, Junipero Serra Boulevard, and Stanford Avenue, providing new connections to local parks, schools, existing trails, and the nearby foothills. The project, being implemented by both Stanford and the city of Palo Alto, is being funded by a $4.5-million allocation from Santa Clara County. The scheme will both introduce new bike and walking paths (including green bike lanes in heavy traffic areas) and upgrade existing trails, sidewalks, and landscaping. According to Stanford, most of the trail is expected to be complete by this fall.
Winners of the Atlanta Bridgescape Competition were announced last week at the AIA Conference that was held in the city. The competition, launched earlier this year, asked multidisciplinary teams to reimagine two of Atlanta’s outdated bridges with a budget of about $3 million. Hometown designers Max Neiswander and Luke Kvasnicka won with (sin)uosity, their plan to remake Midtown’s 10th Street Bridge with plantings, fresh bike lanes, and a curving, ribbed shell. Roger DeWeese, head of the Atlanta-based Peachtree Architects, also earned top honors with Organic Canopy, a vision to top Courtland/McGill Bridge with a geodesic dome–like structure. This plan actually won twice as it was selected by the competition's blind jury and the general public through the People's Choice Award. The other People's Choice Award went to Green City Spectator by the Poland-based KAMJZ Architects along with ARUP. Perhaps the most adventurous design, this scheme tops the bridge with what appears to be farming areas, and also has a zigzagging structure similar to to HNTB's vision for Los Angeles’ 6th Street Viaduct. “Competitions are about vision and big ideas,” said competition manager Tony Rizzuto, Chair in the Department of Architecture at Kennesaw State University, in a statement. "They have the potential to take us out of our comfort zone to see possibilities we never imaged. They provide a catalyst for discourse on public space and promote the pursuit of better design.” The ideas-centered competition was sponsored by Central Atlanta Progress, Midtown Alliance, and the Atlanta chapter of the AIA.
Cobblestone streets are beautiful to walk around and add charm to historic neighborhoods, but biking down these bumpy thoroughfares is another story. New York City has solved that problem with a new design treatment to a block-long cobblestone bike lane along Varick Street in the city's Tribeca neighborhood. https://vimeo.com/127628966 NYC Department of Transportation Bicycle Program Project Manager Nick Carey explained the new lane to Streetfilms this week. He said the project is part of a major north-south route in Lower Manhattan, the south leg following Varick Street. "The thing with cobblestones is, you can ride a bike on cobblestones, it's just not very comfortable," Carey said. "So naturally, a lot of cyclists were using the sidewalk," which is illegal in the city if you're over the age of 12. Carey said the granite lane was installed to preserve the historic nature of the street. In house crews saw cut the path for the granite pavers out of the cobblestone road bed, laid down the bike lane with an asphalt base, and hand-fit stones around it. The smooth path is narrow, as it only has to fit a bike tire, but the overall bike lane is six feet wide, delineated with offset cobbles. The granite bike lane is located just south of Canal Street. "It's a new tool we have in our toolbox," Carey said. "Just like green paint, or bollards, or signage."
Plans for 30 miles of protected bike lanes in downtown Minneapolis put bike plans in your city to shame
A plan to add 30.7 miles of protected bike lanes to city streets by 2020 goes before Minneapolis City Council this month, potentially bringing the total of dedicated bikeways to 44 miles over the next five years. Bike infrastructure in the Twin Cities is nationally recognized, but not everyone in the region is convinced it's a wise investment, reports the Star-Tribune:
Protected bikeways represent a victory for cycling activists and are a gamble that at least $6 million in new taxpayer funding will increase ridership.Most of the new bike lanes are proposed for the downtown core. None of the protected lanes scheduled to be completed by 2017 lie north of 26th Avenue North or south of East 28th Street—a decision transportation officials said makes sense if the goal is to increase ridership and improve access to the greatest number of people. Government financing at the city, county, and federal levels has topped $6 million. All of the protected bikeways recommended through 2020 are estimated to cost somewhere between $6.4 million and $11.6 million, but the Star-Tribune pointed out that the city estimates the cost of reconstructing a single mile of major street for general traffic at more than $8 million. Another 12 miles are proposed for construction after 2020. PDF: [planned long-term bicycle network]
Work is underway on Detroit's first protected bike lanes, which will shelter cyclists with buffer zones and bollards along Jefferson Avenue in the historic Jefferson-Chalmers business district. According to Streetsblog the project will start with only seven blocks, but a second phase will extend it three miles to Grand Boulevard. Parked cars will block bike riders from traffic along the busy street, which is the target of a road diet funded with public money and led by Jefferson East, a neighborhood-based community development corporation. The city gathered money from the Southeast Michigan Council of Governments, the Community Foundation for SE Michigan, the Kresge Foundation, and the DTE Energy Foundation. The project is part of broader plans to update to Detroit's transportation infrastructure, which include buffered bike lanes in Midtown and millions of dollars in non-car “enhancements” funded by Michigan's Department of Transportation. The Motor City added 50 miles of bike lanes in 2013.
As we've been reporting, there are some pretty big urbanism proposals being pushed in London right now. Next month, the city is expected to break ground on a massive cycle superhighway that will give cyclists about 20 miles of new protected bike lanes. Mayor Johnson is also supporting a plan to bury parts of major thoroughfares to boost walkability and development. But now, something even bigger is brewing in the London suburbs. People for Bikes reported that the city's regional government is investing $140 million into cycling, which could be "the biggest municipal bicycling investment in the history of Europe." This amount, which represents 10 percent of Transport for London's (TfL) ten-year bicycle infrastructure budget, will be used to turn three suburbs into what the agency calls "mini-Hollands." The goal in each of these three 'burbs (Kingston, Enfield, Waltham Forest) is to get people out of their cars and onto bikes—especially for short trips. To bring Holland to outer London, TfL is proposing to redesign town centers, build new suburban Cycle Superhighways, and create "Dutch-style roundabouts and rail superhubs." The TfL sees huge potential for bike transit growth in these areas where mass transit tends to be less convenient than what is offered in denser urban environments. "More than half of potential cycle journeys in London are in the suburbs," said the agency on its website. "This programme will aim to target these journeys, moving significant numbers of short car trips to bike." The agency said the boroughs are currently working on detailed designs and timelines for their plans.