Urban Design

As on Brookyn's Fifth Avenue this weekend, it looks like DOT has finished installing the new Class III bike route stencils on Clinton and Delancey Streets. If you ride this route, let Streetsblog know what you think of these.

As New York City begins fulfilling its commitment to build 200 miles of new bicycle lanes over the next three years, the question will increasingly arise: What kind of bike lane should go where? Currently, DOT seems not to have any set of guidelines to answer that question. So, take a look at how the City of London does it.

Last weekend, former DOT Deputy Commissioner "Gridlock" Sam Schwartz wrote an op-ed in the New York Times urging the city to start creating bike lanes that physically separate cyclists from motor vehicle traffic at some locations. This weekend, as DOT laid down a brand new "shared lane" design on Fifth Avenue in Brooklyn, a letter to the editor from a regional director of the New York and New England League of American Bicyclists criticized Schwartz arguing that physically-separated bike lanes are more dangerous than riding in the street (it's worth noting that the writer lives in Waltham, Massachusetts, not New York City).

Department of Transportation contractors put down the long-awaited Class III "Shared Lane" bicycle stencils on Brooklyn's Fifth Avenue this weekend. As I understand them, the markings are meant to do two things:

Planning a city around transit doesn't mean you have to cluster everything inside the core business district. Copenhagen, whose thoughtful bike network we've explored elsewhere, recently commissioned Chelsea-based architect Steven Holl to design T-Husene, a place for living and working outside the core city. The architect's renderings, released November 2, fit into a town that fits into a local rail line and a regional rail network extending as far as Sweden.

There is a palpable schizophrenia in the Bloomberg Administration these days when it comes to Livable Streets issues. On the one hand, the Administration is developing some 200 miles of new bike lanes, initiating a long-term sustainability project and, for the first time, talking openly about reducing automobile use. On the other hand, very little seems to have changed in the day-to-day operations of the government agencies responsible for our streets and public spaces. They continue to plan for cars and traffic at the expense of people and places.