Mayor de Blasio’s Vision Zero is coming to another dangerous New York City corridor. NYC Department of Transportation Commissioner Polly Trottenberg and city officials announced that the Grand Concourse in the Bronx will become the second of the city’s 25 planned “arterial slow zones.” The speed limit on more than five miles of the busy road will be lowered to 25-miles-per-hour, and traffic signals will be retimed to protect pedestrians. The announcement comes weeks after an eight-mile stretch of Atlantic Avenue in Brooklyn and Queens was given the same treatment.
Posts tagged with "pedestrians":
Chicago’s plan to revitalize troubled South Side neighborhoods with green infrastructure, urban farming and transit-friendly development is moving ahead. The city’s Plan Commission heard a presentation last week on the Green Healthy Neighborhoods program, which in 2011 announced its attention to lure investment to the Englewood, Woodlawn and Washington Park neighborhoods (read AN’s coverage here). While the urban agriculture component initially grabbed headlines—renderings show an old rail line repurposed as the “New Era Trail,” which would link urban farms and community gardens with a park-like promenade—the wide-ranging proposals also include developing retail clusters around transit nodes and street improvements for bikers and pedestrians. Funding is still up in the air, but the project will seek financing through the department of Housing and Urban Development’s Sustainable Communities Initiative. You can see the full plan here.
Bicyclists and pedestrians cruising down Chicago’s 18-mile Lakefront Trail generally enjoy an exceptionally open, continuous and scenic path along Lake Michigan. But near Navy Pier they’re shunted inland, underneath a highway, onto sidewalks and through road crossings that interrupt their journey in the middle of one of the popular pathway's most congested corridors. The Navy Pier Flyover, announced in 2011, was designed to remedy that situation, and today Mayor Rahm Emanuel announced the project has officially broken ground. Though it won’t be fully open until 2018, work began on schedule for the portion of the pathway between Jane Adams Park and the Ogden Slip. The first phase of construction has a budget of $22.5 million. The total cost will be $60 million, split over three phases. The Lakefront Trail and Lake Shore Drive will remain open throughout construction. To track progress and occasional detours during the work, the city has set up navypierflyover.com. Sporting bike lanes and space for pedestrians, the trail will be 16 feet wide and approximately as elevated as Lake Shore Drive. LED lighting will supplement the “ambient light of Lake Shore Drive,” according to the city's website. The city called in architect Muller+Muller after studying the problem for years. That design, from 2011, remains intact. When complete the trail will allow for uninterrupted travel over the Chicago River, through DuSable Park, the Ogden Slip, across Illinois Street, Grand Avenue, Jane Addams Park and into the Ohio Street Tunnel. (The news comes among other improvements to the lakefront trail announced recently.) More design details are available here, in a presentation by the city made available online.
The jostle of potholes notwithstanding, motorists might find nothing unbalanced about Chicago’s public streets. But the Active Transportation Alliance points out while nearly a quarter of the city is in the public right-of-way, cars dominate practically all of it. Citing the city’s Make Way for People initiative, which turns over underused street space to pedestrians, the group released 20 proposals Wednesday, calling on City Hall to create car-free spaces from Wrigley Field to Hyde Park. Their full list is available here. It includes a protected bike lane and landscaped seating area on Dearborn and/or Clark Streets, from River North to the South Loop; a pedestrian plaza on 18th Street in Pilsen, created by a dead-end at Carpenter, Miller and/or Morgan Streets; closing Milwaukee Avenue through the square of Logan Square; and closing portions of the vibrant retail corridor on 26th Street in Little Village to vehicle traffic. “Our hope is to jump-start conversations that lead to further study and the creation of car-free spaces,” writes the Active Transportation Alliance. The civic group said the list is inspired partly by places like Navy Pier, Times Square in New York City, and existing pedestrian plazas like Kempf Plaza in Lincoln Square. A spokesman for Chicago’s Department of Transportation told the Tribune that the agency “agrees with the concept,” but wouldn’t weigh in on any of the Active Transportation Alliance’s specific suggestions just yet. The Make Way for People initiative's so-called “complete streets” have gained traction among urban planners for their inclusion of pedestrians, bicyclists, and green space within the standard two- and four-lane roads that cater almost exclusively to cars. New York has overhauled dozens of public streets and plazas in recent years. Chicago designers, including North Center-based Altamanu, have worked with the city in recent years to draft plans for pedestrian- and bike-friendly streets from Mayfair to the lakefront.
Last Thursday in his keynote address to the Transit Oriented Los Angeles conference, Los Angeles Mayor Eric Garcetti announced the creation of the "Great Streets Initiative." In an executive directive—his first since taking office on June 30—Garcetti outlined a program that "will focus on developing streets that activate the public realm, provide economic revitalization, and support great neighborhoods." Garcetti defined "great streets" as accessible and walkable, with landscaping, shade, larger sidewalks, improved storm water drainage and green features. Turning to aesthetics, Garcetti said simply: "design matters." Los Angeles' streets should make room for sculptures and murals, and not just functional components, he argued. The "Great Streets Working Group" will direct the initiative. Led by Garcetti's Deputy Mayor of City Services, the gathering will include representatives of Departments of Planning, Cultural Affairs, Transportation, and Economic & Workforce Development, plus the Department of Public Works's Bureaus of Engineering, Street Services, Street Lighting, and Sanitation. Their first task will be to develop a plan in which 40 streets are identified for upgrades.
For the first time in half a century, residents of Cincinnati and Covington, Ky. can traverse the Ohio River on foot via Roebling Bridge, thanks to a pedestrian connector reopened June 4. The Roebling Bridge Pedestrian Connector ties Cincinnati’s central riverfront, the site of some major mixed-use development of late, to the city of Covington. The $430,000 project is part of The Banks’ public infrastructure improvement program. Lane closures will accompany renovations on the north end of the bridge, where a new roundabout and traffic signal will take a few months to complete. Pedestrians, however, can walk on through. Let's just hope a certain New York City mayoral candidate doesn't confuse the Roebling Bridge with its big brother in Brooklyn and snap a photo for his website!
Steven Vance, editor of StreetsBlog Chicago and frequent contributor to AN, dug through Walk Score's breakdown of the most bikeable neighborhoods in Chicago. The rankings are based on several factors, including the prevalence of bike lanes, connectivity, commuting mode share and hills. It also considers the number of neighborhood destinations and, as Vance points out, may consider a shared lane marking as a bike lane. That led to the Illinois Medical District’s surprising fourth place ranking, tailing East Ukrainian Village, Ukrainian Village and Wicker Park. See the national list of WalkScore.com’s most bikeable neighborhoods here, and read StreetsBlog’s post here.
Loyola University hopes to permanently close part of Kenmore Avenue in preparation for new dorms on its lakefront campus in Chicago’s Rogers Park neighborhood. SmithGroupJJR architects, who also helped revamp Loyola's lakefront campus along with Solomon Cordwell Buenz, released some renderings of the new pedestrian space, which would replace Kenmore Avenue between West Sheridan Road and Rosemont Avenue. The university own dozens of parcels nearby that it is planning to develop, including 32 on the block it is hoping to close to traffic. Kenmore is currently closed while Loyola builds a new dormitory. Renderings show a tree-lined permeable walkway and flowerbeds on the residential street.
Every day, an average 4,000 pedestrians and 3,100 cyclists cross the upper-level pathway of the Brooklyn Bridge. Commuters, tourists, and joggers vie for space on the congested path, whose width varies from 16 feet to as little as 8 feet—creating a bottleneck for two-way bike traffic. For years observers have recounted harrowing tales of near collisions on the overcrowded span, like the bike-phobic Post pitting reckless cyclists against merely oblivious tourists and the Times calling for the appropriation of a traffic lane for bike use. But now a proposal to double the width of the path could offer a solution to the overcrowding. The answer to this conflict is expansion, according to three City Council members from districts adjacent the Bridge: Margaret Chin representing Lower Manhattan and Brad Lander and Stephen Levin representing the Brooklyn waterfront from Greenpoint through Carroll Gardens. “As the lower Manhattan and Brownstone Brooklyn communities continue to grow, the Brooklyn Bridge is becoming an increasingly vital connection,” council member Chin wrote in a statement. “We must ensure this historic destination is equipped to handle our city’s growing transportation demands.” Currently the pathway widens as it passes around the iconic bridge towers supporting the bridge's suspension cables, extending over the innermost traffic lanes below. The council members propose widening the entire pathway to that width, creating a dedicated bike lane on the northern side and an additional pedestrian lane on the south side, thus tripling pedestrian capacity. The proposal has not yet been discussed with designers or engineers, and council member Levin suggested a design competition to create a more refined plan. No budget or plans for funding have been established and no timeframe has been set for such a project. The council members suggest that it could be integrated with current plans for a redesign of the approach at Tillary Street on the Brooklyn side of the bridge, which currently leaves pedestrians and cyclists to pile up in the middle of the road waiting for a crosswalk. Increased capacity will also demand a redesign of the Manhattan approach, as bottlenecking already creates congestion there as well. Any alterations to the bridge will require the approval of city preservationists, as the main span is a city-designated landmark, a national historic landmark, and a national historic civil engineering landmark. Modification would not be unprecedented, however, as the original trolley and railways were removed from the bridge in the 1950s.
The "reconquest" of the Seine's riverside expressways will be ushered in by Paris Mayor Bertrand Delanoë, following a long battle with Nicolas Sarkozy's recently ousted right-wing government. Continuous two-lane motorways have severed Paris from the banks of the Seine, recognized by UNESCO as a World Heritage Site, since Georges Pompidou opened them in 1967 under the slogan “Paris must adapt to the car.” Delanoë has made it his mission to reverse Paris' auto-centric planning mentality, increasing the number of bicycle and bus lanes in the city while implementing bike- and electric car-share schemes. The pedestrianization of the Seine also follows Delanoë’s Paris-Plages program, started in 2002, that transforms small stretches of riverbank into sand-covered beaches complete with palm trees and deckchairs for one month each summer. Starting next month, a stretch of road on the Right Bank starting at the Hôtel de Ville and running eastward a little more than half a mile will be narrowed and additional speed-controlling traffic lights and pedestrian crossings will be installed. Pedestrian corridors and bicycle lanes will be added to the road, along with bars and cafes (some of them on floating barges and islands). The next stage, to be unveiled next spring, will replace the road completely for a one-and-a-half-mile stretch of the Left Bank between the Musée d’Orsay and the Pont de l’Alma, creating an 11-acre park with volleyball courts, sundecks, and floating gardens. This corridor will be connected to the Right Bank by new pedestrian crossings at Debilly (adjacent the Eiffel Tower) and Jardins des Tuileries (adjacent the Louvre). It is expected these modifications will add only six minutes to the average commute while restoring access to the riverfront to Parisians and tourists alike.
You'd better get used to it, Los Angeles is remaking itself from a one trick pony town where car is king into a multimodal city for pedestrians, cyclists, and transit users. The latest improvement is Sunset Triangle Plaza, the city's first pedestrian plaza created by a new collaboration called Streets for People (S4P) that hopes to churn out dozens new pedestrian-oriented spaces a year across the city. The green-on-green polka dot plaza officially opened this month to crowds of gleeful pedestrians in the hip enclave of Silver Lake, northwest of Downtown LA. The year-long pilot project was designed by Rios Clementi Hale Studios, who said the design is open to interpretation. "The dots play off of D.O.T., the abbreviation for Department of Transportation, which is integral to the Streets for People program," said firm principal Frank Clementi in a statement. The 11,000 square foot plaza at Sunset Boulevard and Griffith Park connects the neighborhood to a small triangular pocket park previously stranded in a sea of streets and plays host to a twice-weekly farmers market. Moveable bistro tables and chairs, also in green, fill the plaza and large pots filled with drought resistant plants serve as bollards at its perimeter. Streets for People is an initiative of LA's Planning Commission and and the LA County Department of Public Health that hopes to reclaim underutilized street space in LA. "Using paint and planters allows us to recapture streets for people in months rather than decades, and for thousands—rather than millions—of dollars," said William Roschen, president of the LA Planning Commission, in a statement. "Now that we have the process, template, and cooperation of city departments and the community, we have several key variables in place to do upward of 40 projects a year."
Could 2011 be the year of the pedestrian in New York? Under the guidance of DOT Commissioner Janette Sadik-Khan, NYC sidewalks will continue their slow march into the street next year as the city launches a major expansion of its "pop-up café" pilot program across its five boroughs. The first pop-up café tested out in Lower Manhattan this year proved successful enough that Sadik-Khan has expanded the program, planning for up to 12 sidewalk extensions. The concept is simple: street space is limited and valuable. To that end, New York has been evaluating whether the highest and best use for street space along narrow sidewalks is storing cars. Like a glorified Park(ing) Day spot made (semi-)permanent and held on high, these pop-up cafés invite pedestrians to imagine their city in new ways. In fact, the concept draws its inspiration from such pedestrian interventions. San Francisco began a Pavement to Park initiative incorporating their own version of the pop-up café, called a "parklet," several years ago, drawing upon the success of the Park(ing) Day event and pedestrian plazas in New York. California-based RG Architecture designed New York's pop-up café based on their parklet designs in San Francisco. New York's first pop-up café, recently put in storage for the winter, consisted of a six-foot wide wooden platform spanning about five parking spaces. The space accommodated 14 brightly colored café tables and 50 chairs. Sadik-Kahn says the concept is not only an innovative approach to urban design, it's also good for business. Each pop-up café is sponsored and maintained by adjoining shops and the benefits are tangible with up to 14% increases in business when the cafés were installed. "The Pop-up Café has been like night and day for our business, transforming a loading zone full of trucks into an attractive space that makes our storefront much more visible and accessible to potential customers," said Lars Akerlund, owner of Fika Espresso Bar, in a release. "This green oasis has really opened up the street, drawing more foot traffic and making the whole area more appealing." While each pop-up café is paid for by private businesses, the space is treated as public. Simply relaxing and enjoying the city is free and encouraged. The city is accepting applications for next year's pop-up cafés through Friday, December 3.