From Big City to Bike City NYC's cycling transformation 2007-2013
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The document outlines NYC's transformation into a more bike-friendly city between 2007-2013. It discusses goals, network strategies, design innovations, legislation, and results including a large expansion of bike lanes, increased cyclist commuting, and fewer cycling injuries. Public support for bike lanes and bike share programs was between 54-74% according to several polls conducted between 2011-2012.
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From Big City to Bike City NYC's cycling transformation 2007-2013
- 1. From Big City to Bike City NYC's cycling transformation 2007-2013
- 7. Goal setting
- 9. 2006 2013
- 10. 2012
- 30. Parking
- 33. Bicycle Access Zoning & Legislation
- 34. Results
- 36. More Bike Lanes, More Cyclists, Fewer Injuries 20,000 16,000 14,000 12,000 10,000 8,000 6,000 4,000 2,000 Commuter Cyclist Counts bike lane miles & serious cycling injuries 18,000
- 38. Expansion of NYC Bike Lanes Good Thing: 54% Quinnipiac University Poll, March 18, 2011 49
- 39. Expansion of NYC Bike Lanes Good Thing: 59% Quinnipiac University Poll, July 28, 2011
- 40. Bike Lanes in NYC Support: 66% Marist/NY1 Poll, August 9, 2011
- 41. Bike Lanes in New York Good Idea: 66% NY Times Poll August 21, 2012
- 42. NYC Bike Share Program Good Idea: 74% Quinnipiac University Poll August 16, 2012
- 52. nacto.or g
- 55. From Big City to Bike City o www.nyc.gov/dot o www.facebook.com/NYCDOT o @NYC_DOT
Notes de l'éditeur
- story of how we doubled cycling #s in 5 years and created conditions for extremely heavy use of bike share system in 2013
- in the process we've transformed our streets
- we've changed the image of cycling, from the stereotype of the 1980s "Kamikaze bike messenger"
- to something more normal and inclusive
- on the way we endured a "bike back-lash"
- but have managed to turn the page to a more friendly media approach to the subject
- the story begins w leadership and clear goal setting - PlaNYC - amid a variety of policies to improve transp and streets, cycling to be mainstream - always potential, but obstacles keep most people out - 200 miles, DOT's implementation plan sets target of doubling cycling counts by 2012
- the story begins w leadership and clear goal setting - PlaNYC - amid a variety of policies to improve transp and streets, cycling to be mainstream - always potential, but obstacles keep most people out - 200 miles, DOT's implementation plan sets target of doubling cycling counts by 2012
- But we didn't build cycling in New York just by painting add'l lines on the street - we developed new bikeway designs that could be implemented quickly but that afforded more comfortable riding conditions - parking-protected bike lanes
- The first parking protected bike lane - 2007
- Another view that shows the application very well - (joke abt cars queuing behind parking lane on Grand Street) - mostly one way but in this case, an edge treatment
- why protected lanes? We knew both intuitively and from surveys that more people would ride if they felt more separation from traffic (West Side bike path, Central Park) - we know it just from observing the developed countries where mass cycling occurs - I think this chart originally developed in Portland OR depicts the issue in a clear way.
- after 9th Avenue worked well, the parking protected lane became our default design for busy Manhattan Avenues
- after 9th Avenue worked well, the parking protected lane became our default design for busy Manhattan Avenues
- Some design innovations
- some further design variations - 2-way to 1-way
- why protected lanes? We knew both intuitively and from surveys that more people would ride if they felt more separation from traffic (West Side bike path, Central Park) - we know it just from observing the developed countries where mass cycling occurs - I think this chart originally developed in Portland OR depicts the issue in a clear way.
- median-side design - this one is being transformed w permanent materials as the Parks Dept rebuilds this central mall
- other capital construction lanes - more will be built into path-like routes as avenues are rebuilt, but really long cycle
- A final note on protected lanes - updating the traffic engineering allowed us to preserve capacity even if some lanes are reassigned
- Tenant is the leaseholder of the space, the business, not the individual employee
- 8th/9th - 49% higher retail sales than other nearby avenues
- retail sales doubled
- Austin, Guadaloupe
- show book as prop