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Bronx Harlem River Waterfront Bicycle and Pedestrian Study

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Bronx Harlem River Waterfront Bicycle and Pedestrian Study Bronx Harlem River Waterfront Bicycle and Pedestrian Study August 2006 Michael R. Bloomberg, Mayor City of New York Amanda M. Burden, Director NYC Department of City Planning Monica Bronx Harlem River Waterfront Bicycle and Pedestrian Study August 2006 Michael R. Bloomberg, Mayor City of New York Amanda M. Burden, Director NYC Department of City Planning Table of Contents Chapter 1. Introduction 1 Project Description 1 Planning Framework 3 Chapter 2. Existing Conditions 7 Overview 7 Land Use 13 Major Projects and Future Plans 14 Section by Section 15 Section 1: Macombs Dam Bridge to 145th Street Bridge 15 Section 2: 145th Street Bridge to Madison Avenue Bridge 20 Section 3: Madison Avenue Bridge to 3rd Avenue Bridge 24 Section 4: 3rd Avenue Bridge to Willis Avenue Bridge 29 Section 5: Willis Avenue Bridge to Triborough Bridge 34 Chapter 3. Future Developments 39 The Gateway Center at Bronx Terminal Market 39 The Yankee Stadium Project 42 Chapter 4. Recommendations 47 Overview 47 Section by Section 52 Section 1: Macombs Dam Bridge to 145th Street Bridge 52 Section 2: 145th Street Bridge to Madison Avenue Bridge 61 Section 3: Madison Avenue Bridge to 3rd Avenue Bridge 66 Section 4: 3rd Avenue Bridge to Willis Avenue Bridge 77 Section 5: Willis Avenue Bridge to Triborough Bridge 83 Next Steps 89 References 91 Credits 93 Bronx Harlem River Waterfront Bicycle and Pedestrian Study Chapter 1. Introduction Project Description The waterfront along the Harlem River in the South civic organizations and state and local governmental Bronx has the potential to be a valuable destination organizations. The recommendations of this study for non-motorized commuting and recreation. There have been informed by extensive field work, meetings is currently no publicly accessible open space along with the TAC, and feedback from the community. the waterfront in the South Bronx, and no continuous system of bicycle and pedestrian pathways connecting The funding for this project is provided by the New the waterfront to upland destinations. With many York Metropolitan Transportation Council through developments and improvements planned for the the Unified Planning Work Program. Bronx Harlem River waterfront and for the South Bronx in general (including the Gateway Center at The steps taken to complete this project include: the Bronx Terminal Market, a new Yankee Stadium, 1. The establishment of a technical advisory a South Bronx greenway through Hunts Point and committee (TAC) to provide input, review work mixed use rezoning in Port Morris), the creation of and comment on results at various points in the safe and attractive bicycle and pedestrian routes to study process. local destinations and to the waterfront is becoming 2. The gathering of data through a literature increasingly important. review and observation of study area existing conditions. Base data gathered includes land The Bronx Harlem River Waterfront Bicycle and ownership, jurisdiction, land use, zoning, and Pedestrian Study focuses on a section of the southwest street layout (direction, width and physical Bronx, approximately 2.3 miles long, which runs along conditions) of study area locations. Input from the Harlem River waterfront from the Macombs Dam key organizations and constituents has been Bridge to the Triborough Bridge. The study area has solicited to supplement base data. Projects been divided into 5 sections to facilitate organized adjoining the site have been identified and any data gathering and route identification (see Figure relevant information has been analyzed. Field 1). work consisted of various forms of data gathering including measurement of street geometry, The goals of this study are to develop recommendations counts of non-motorized and motorized traffic, for the establishment of publicly accessible bicycle photography of study area, and map generation. and pedestrian facilities throughout the study area, 3. Analyzing potential routes for each study area to provide access to the Harlem River waterfront, and conceptually designing recommendations. and to plan for the connection of recommended Route alternatives have been identified and routes to current and future non-motorized routes evaluated by the DCP in consultation with and to surrounding destinations. The Department the TAC. Long- and short-term route designs of City Planning (DCP) has consulted closely with have been developed based on accessibility, a Technical Advisory Committee (TAC) comprised connectivity, directness and continuity. of representatives from local community groups, 4. The development of a schematic design of the NYC DCP • Transportation Division • August 2006 1 Bronx Harlem River Waterfront Bicycle and Pedestrian Study Figure 1. Map of the study area divided in sections 2 NYC DCP • Transportation Division • August 2006 Bronx Harlem River Waterfront Bicycle and Pedestrian Study preferred conceptual recommendations. This Pedestrian, Bicycle and Waterfront Planning in planning document includes design guidelines the Bronx identifying typical bicycling and pedestrian path details. The need for the Bronx Harlem River Waterfront 5. The completion of a master plan to outline the Bicycle and Pedestrian Study is apparent in the finalized plans and recommendations for the conclusions and recommendations of past planning selected routes, as detailed above. projects undertaken in New York City. Specifically: − The Bronx Harlem River Waterfront Bicycle Planning Framework and Pedestrian Study is part of a larger effort to enact the recommendations of the 1993 When planning bicycle and pedestrian facilities, it is Greenway Plan for New York City, which important to follow guidelines set by The American identifies a potential 350 mile network of off- Association of State Highway and Transportation street bicycle and pedestrian paths throughout Officials (AASHTO). For sidewalks, AASHTO New York City, and the recommendations of recommends a minimum clear width of 4 feet, which the 1997 New York City Bicycle Master Plan, does not include the width of any attached curb. which further identifies a potential 550 mile In addition, along busy arterials, AASHTO states citywide on-street network of bicycle facilities. that the desirable clear width of the sidewalk is 6 to The NYC Cycling Map, which includes existing 8 feet, while in a Central Business District (CBD), and proposed bicycle routes citywide, is updated the desirable clear width of the sidewalk is 10 feet. and published yearly as a result of planning and In AASHTO’s Guide for the Development of Bicycle route implementation informed by the above Facilities (1999), a minimum width of 10 feet for a documents (see Figure 2). bi-directional shared use path is recommended. The guide also suggests that a three-foot wide graded − The DCP’s 1993 Plan for the Bronx Waterfront, (1:6 slope) area should be established adjacent to a part of the overall New York City Comprehensive shared-use path in order to provide separation from Waterfront Plan, specifically identifies potential obstructions such as trees and poles. Also, in areas greenway/bikeway connectors along Bruckner such as New York City where most on-street bicycle Boulevard, St. Anns Avenue, Third Avenue, lanes are striped between parking lanes and vehicular East 138th Street and Grand Concourse in travel lanes, the minimum desirable bicycle lane the study area, as well as potential pedestrian width is 5 feet. waterfront access points at the ends of St. Anns Avenue and Lincoln Avenue. Potential bicycle routes are evaluated using the following criteria: − The 1997 New Waterfront Revitalization − Accessibility to origins and destinations. Program states, as part of its several policy − Connectivity with bicycle network, public recommendations, the need to “provide public waterfronts, parks, esplanades, points of interest access to and along New York City’s coastal and retail corridors. waters,” and to “preserve and develop waterfront − Safety of route: minimize conflicts with vehicular open space on publicly owned land at suitable traffic, provide lanes of sufficient width. locations.” − Directness of route: consider constraints including geography, minimizing impacts on − Two reports by the Bronx Borough President’s natural areas, and community and governmental Office outline the need for extensive greenway satisfaction. and waterfront planning in the borough. − Continuity of cycling conditions: from grade The 1993 Bronx Greenway Plan identifies and pavement conditions to scenic qualities. the importance of greenway planning as “an NYC DCP • Transportation Division • August 2006 3 Bronx Harlem River Waterfront Bicycle and Pedestrian Study LEGEND Class 1, Greenway/Off-Street Path Parks (off-street or designated path in parks) Class 2, Bicycle Lane Open Space and Cemeteries (on-street striped route) Airports and Industrial Uses Class 3, Bicycle Route (on-street signed route) Sites of Interest Class 3, Greenway Connector Landmarks and Museums (on-street signed route, link to greenway) Schools and Universities Planned/Proposed Greenway (for future construction) Theaters Government Planned/Proposed Route Ferry Bike Shops Bus B D F Subway Lines and Stations Train Hospital Commuter Rail and Stations Expressways 0 1/2 1 N Principal Streets MILES 0 1 2 Ferry Lines and Terminals KILOMETERS Figure 2. Study area section of the 2006 New York City Cycling Map opportunity to improve our quality of life. By promoting a greener and more pedestrian- and bicycle-friendly environment, it will help bring us out of our cars
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