Brooklyn Bridge Park Transportation Study, 3/2008

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Figure III-8 Proposed Pedestrian Access Improvements for the Atlantic Avenue Corridor SAm SChwARTz PLLC hDR-DANIEL FRANkFURT BROOKLYN BRIDGE PARK FURMAN ST COLUMBIA ST BQE RAMP BQE SB BQE NB BQE RAMP ATLANTIC AV BROOKLYN BRIDGE PARK TRANSPORTATION AND ACCESS STUDY 1 Conclusion As Old Fulton Street and Atlantic Avenue are the two primary entrances to the Park where the majority of visitors will experience the Park as pedestrians, the pedestrian routes along these two corridors should be improved. The planned reconstruction of the BQE cantilever presents a unique opportunity to reconfigure the approaches to the highway to significantly improve the pedestrian experience. Intersections should be normalized along Old Fulton Street at the BQE exit ramp, Front Street, Water Street, and Hicks Street. Along Atlantic Avenue, intersections should be normalized at the on- and off-ramps of the BQE, Columbia Street, and Furman Street. Pedestrian crossing lengths should be shortened where possible, unnecessary vehicle space reclaimed for pedestrians, and irregularly shaped intersections re-aligned to normal, right-angled, four-leg intersections. To realize the improvements suggested above, a detailed traffic analysis will be required to assess the potential impacts to vehicular level of service on the streets in question as well as the surrounding roadway network. This study would have to be coordinated with the New York City Department of Transportation (NYC DOT) and the New York State Department of Transportation (NYS DOT). Further discussion with NYS DOT and structural engineers would also be required to determine the feasibility of altering BQE ramp locations, as well as other improvements to the BQE cantilever structure. The proposed BQE cantilever reconstruction project presents a potential opportunity of further exploring these options with NYS DOT. Coordination with other local studies and projects (for example, the Brooklyn Greenway Initiative’s (BGI) greenway along Brooklyn’s waterfront and Community Consulting Service’s ramp from the Brooklyn Bridge) could also help make a case for the implementation of design solutions described above as well as other long-term, far-reaching solutions, some of which were suggested by the community and described previously. However, opportunities also exist for making short-term, low-cost improvements at these locations. For example, proposed geometric changes can be installed through paint and temporary structures to test the designs. Due to their temporary nature, these could be implemented with far less agency coordination and background study.
SAm SChwARTz PLLC hDR-DANIEL FRANkFURT IV. Bicycle Routes Bicycling offers an environmentally friendly and space-efficient way to travel around the city. Other cities have embraced cycling as an emission-free, low-cost travel mode that promotes a healthy lifestyle, and New Yorkers are increasingly embracing it as well. According to Mayor Michael Bloomberg’s PlaNYC initiative (the City’s long-term sustainability plan unveiled in April 2007), cycling is estimated to have increased 75% from 2000 to 2006. Existing and Proposed City Bicycle Routes and Bicycle Corridors There are a variety of existing bicycle routes near the Park, and NYC DOT has proposed additional routes for future implementation. A bicycle and pedestrian greenway will run the length of the Park (the route of the greenway north of Old Fulton Street has not been finalized and may run parallel to the Park). However, there are no existing or proposed upland bicycle routes providing Park access. The City’s existing and proposed bicycles routes are shown in Figure IV-1. A review of existing bicycle routes and bicycle travel patterns, as well as discussions with community members and area bicyclists, indicates several major bicycling corridors in the area. The major bicycling corridors, shown in Figure IV-1, are as follows: • • • • • • The Manhattan Bridge bicycle/pedestrian path connecting Downtown Brooklyn to Lower Manhattan. The Sands Street bicycle route connecting the Manhattan Bridge to neighborhoods to the east, such as Fort Greene. The Brooklyn Bridge bicycle/pedestrian path connecting Downtown Brooklyn to Lower Manhattan. The Downtown Brooklyn bicycling corridor running from the foot of the Brooklyn and Manhattan Bridges south through Downtown Brooklyn and served by the Adams Street and Jay Street bicycle routes. The Dean Street/Bergen Street bicycle routes connecting Boerum Hill to Prospect Heights and Crown Heights. The Clinton Street/Henry Street bicycle routes connecting Downtown Brooklyn to Brooklyn Heights, Cobble Hill, and Carroll Gardens, as shown in Figures IV-2 and IV-3. RED HOOK RED HOOK PARK Figure IV-1 Bicycling Corridors and Routes RED HOOK RECREATION AREA PIER PPIER 666 PIER PIER 55 PIER PIER 33 PIER PIER 22 PIER 4 Water Taxi/ Ferry Landing Major Ma Maj Biking Corridor Exist Existing City bike ik ke ro route Bike routes route proposed by The City Brooklyn Greenway Initiative Water Taxi/ Ferry Landing PIER PIER 11 BROOKLYN HEIGHTS ESPLANDE Water Taxi/ Ferry Landing SQUIBB PARK COBBLE OBB HILL H CARROLL GARDENS GOWANUS BROOKLYN BRIDGE PARK TRANSPORTATION AND ACCESS STUDY 1 BROOKLYN HEIGHTS CARROLL PARK DUMBO CADMAN PLAZA PARK Water Taxi/ Ferry Landing MC LAUGHLIN GHL PARKK DOWNTOWN BROOKLYN BOERUM HILL THOMAS GREENE PLAYGROUND BYRNE PARK VINEGAR R HILL COMMODORE J BARRY PARK FORT GREENE PARK FORT GREENE
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Brooklyn Bridge Park Transportation Study, 3/2008

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