Brooklyn Bridge Park Transportation Study, 3/2008

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SAm SChwARTz PLLC hDR-DANIEL FRANkFURT potential pedestrian connection from the Promenade to the Park at Remsen or Montague Streets (refer to Section IV, Vertical Pedestrian Connection), there are no other access points to the Park for bicyclists between Old Fulton and Joralemon Streets. To provide bicycle connections to the Old Fulton Street entrance from the Brooklyn Bridge bicycle/pedestrian path, Downtown Brooklyn, and the existing Clinton/Henry Street bicycle routes, the following bicycle routes are recommended, as shown in Figure IV-5. • • New bicycle routes on Old Fulton Street, Henry Street, Clark Street, and Cadman Plaza West would serve southbound cyclists traveling from the Park to the Clinton/Henry Street bicycle routes. Continuing east on the existing bicycle route on Tillary Street to Adams Street would connect bicyclists to Downtown Brooklyn and the Brooklyn Bridge bicycle/pedestrian path. The City’s proposed bicycle routes on Old Fulton Street, Front/York Streets, Washington Street, and Cadman Plaza East would serve both north- and southbound cyclists traveling from the Park to Downtown Brooklyn and the Brooklyn Bridge bicycle/pedestrian path. Given the conversion of Cadman Plaza East to a bicycle/ pedestrian-only space, there is significant potential that this roadway along with Washington Street could serve as a major bicycle and pedestrian corridor from Brooklyn Bridge and Downtown Brooklyn. The extension of the City’s proposed Cadman Plaza East/Washington Street bicycle route to the Park boundary at Plymouth Street to facilitate the viability of this bicycle and pedestrian corridor is recommended. Both the southbound bicycle routes proposed in this study and the City’s proposed northbound/southbound routes are necessary to provide proper connectivity and link the Park’s Old Fulton Street entrance to the existing Henry/Clinton Street bicycle routes. Without the proposed Old Fulton/Henry/Clark Street routes, the bicycle route network provides inadequate connectivity to the area’s major bicycling corridors. A more direct connection from Tillary Street to Old Fulton Street via Cadman Plaza West was considered, but the disadvantages of this option include high vehicular volumes on Cadman Plaza West and potential conflicts between bicyclists and vehicles entering and leaving the BQE at several locations—notably, the intersection of Cadman Plaza West, Old Fulton Street, and Prospect Street. To avoid this intersection, a route from Cadman Plaza West to Old Fulton Street via Middagh Street, Columbia Heights, and Everit Street was considered. Unfortunately, the slope of Columbia Heights and the unsignalized intersection of Everit Street at Old Fulton Street present formidable safety challenges. RED HOOK PARK BROOKLYN BRIDGE PARK TRANSPORTATION AND ACCESS STUDY Figure IV-5 Bicycle Routes to Old Fulton Street Park Entrance Park Access from Brooklyn Bridge/Downtown Brooklyn and Brooklyn Heights to Old Fulton entrance PIER PPIEER 666 PIER PPIEERR 55 PIER PPIEERR 33 PIER PIER 22 PIER 4 Water Taxi/ Ferry Landing Existing Ex Exi City bike bik route Bike routes ou pr proposed propos ropo opo by The City Brooklyn Greenway Initiative Sam Schwartz, PLLC Water Taxi/ Ferry Landing BROOKLYN HEIGHTS ESPLANDE Water Taxi/ Ferry Landing SQUIBB PARK Park’s southern entrances at Joralemon COBBLE Street HILL H and Atlantic Avenue. A single, two-way CARROLL GARDENS BROOKLYN HEIGHTS IG GHT G GH CARROLL PARK PLAZA PARK Water Taxi/ Ferry Landing MC LAUGHLIN PARK Bicycle Routes to the Southern Park Entrances DOWNTOWN BROOKLYN To provide connections to the southern entrances of the Park from Downtown Brooklyn and the existing Clinton/Henry Street and Dean/Bergen Street bicycle corridors, the bicycles routes described subsequently and shown on Figure IV-6 are recommended. The recommended routes provide two east-west bicycle route options for accessing the bicycle route on Atlantic Avenue was considered, but this option presented significant safety concerns given its designation as a truck route and its heavy vehicular volumes. Without a single, central bicycle route option for accessing the Atlantic Avenue gateway to the Park, dual east-west routes present the next most direct option and are safer and BOERUM HILL more pleasant. Additionally, only certain streets cross the BQE and allow for bike route connections to the park. The recommended routes are as follows: THOMAS GREENE PLAYGROUND VINEGAR R HILL
SAm SChwARTz PLLC hDR-DANIEL FRANkFURT RED HOOK Figure IV-6 Bicycle Routes to Southern Park Entrances • RED HOOK PARK • Existing City y bike route Bike routes proposed Pb by b by The City Water Taxi/ Ferry Landing Water Taxi/ Ferry Landing PIER PIEERR 55 PIER PPIEERR 33 PIER PIER 22 PIER 4 BROOKLYN HEIGHTS IG GHT G GH COBBLE HILL State Street route would provide similar CARROLL access. GARDENS The Joralemon Street route would RED HOOK RECREATION AREA PIER PI PI PIEER 666 PPP Waterr Wat Taxi/ Taxi/ Taxi Fe Fe erry erry rry rry Landing ding ding ng ng ng Bro Brooklyn oklyn klyn GGreen Wate way w Initi tia ative a ive Sam Schwartz Schwa hwartz, z, PLLC C Park Access from Brooklyn Bridge/Downtown Brooklyn and Brooklyn Heights to Old Fulton entrance BROOKLYN HEIGHTS ESPLANDE CARROLL PARK be extended west into the Park, providing Park access for westbound bicyclists. SQUIBB PARK Park Access ess ss from fro from m Downtow Dow Downtow Downtown wn Brooklyn, Brook Brooklyn rooklyn yn Heigh Height Heig ght hts, Boerum Hill and Cobb Cobble bble Hill H to southern thern eentrance H North of Atlantic Avenue, the City’s proposed Joralemon Street bicycle route should This route would intersect the Henry/Clinton Street bicycle routes and connect to Downtown Brooklyn. For eastbound cyclists, the recommended Columbia Place/ be two-way for a short section on Joralemon Street between Columbia Place and the Park. Given that Joralemon Street is one-way westbound, the two-way portion of the route west of Columbia Place could not be implemented until Joralemon Street is closed to vehicular access at this location (as described in the FEIS) or another treatment is implemented to accommodate the short two-way section. South of Atlantic Avenue, for eastbound cyclists, bicycle routes for Congress, Court, Wyckoff, and Smith Streets would connect the existing Dean/Bergen Street bicycle routes to the Park’s Atlantic Avenue entrance via Columbia Street. For westbound cyclists, the recommended route via Pacific, Court, and Kane Streets would provide similar access. GOWANUS As shown in Figure IV-7, the surface of Joralemon Street is cobblestone for 1/8 mile between Hicks and Furman Streets. While cobblestones are not ideal for cyclists, the route is nonetheless safer and more desirable than a route on Atlantic Avenue. PLAZA PARK MC LAUGHLIN PARK DOWNTOWN BROOKLYN BOERUM HILL THOMAS GREENE PLAYGROUND BYRNE PARK PARK SLOPE COMMODORE J BARRY PARK Figure IV-7 Joralemon Street at Hicks Street BROOKLYN BRIDGE PARK TRANSPORTATION AND ACCESS STUDY FORT GREENE PARK FORT GREENE While the east-west routes linking the existing Dean/Bergen Street routes to the Park entrance via the City’s proposed Columbia Street route are somewhat circuitous, these options are safer and more desirable than Atlantic Avenue. Without them, there is no viable option for bicycle route connections to the Park for visitors coming from areas south of Atlantic Avenue. Therefore, bicyclists would either be forced to go out of their PROSPECT HEIGHTS way and travel north to the Joralemon/State Street routes, an option they are unlikely to choose, or use Atlantic Avenue, a hazardous and unpleasant alternative. Bicycle Route Classifications and Implementation Bicycle routes are organized by three classifications based on how space for bicyclists and automobiles is differentiated: • • • Class 1: Off-street or routes physically separated from vehicular traffic by bollards, Jersey barriers, landscaping, etc., as shown in Figures IV-8 and IV-9 Class 2: On-street, striped routes, as shown previously in Figures IV-2 and IV-3 Class 3: On-street route designated by a Bicycle Route street sign and a pavement marking of a bicyclist on the street at regularly intervals (typically three per 200-foot block), as shown in Figure IV-10
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Brooklyn Bridge Park Transportation Study, 3/2008

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