After four years of stops and starts, MyFigueroa, the $20 million proposal to transform Los Angeles’ Figueroa Corridor from a regional throughway to a bike- and pedestrian-friendly destination, appears to be moving ahead. Overseen by the Los Angeles Department of Transportation (LADOT) with design assistance from Melendrez, Troller Mayer Associates, and Gehl Architects, MyFigueroa will add separated cycle tracks or buffered bike lanes, bike racks, and improved transit shelters, lighting, and landscaping to 4.5 miles of streets between LA Live and Exposition Park.
At a recent transportation forum hosted by the New York Building Congress, New York City Transportation Commissioner, Polly Trottenberg, laid-out her agenda for the city’s streets. She said implementing Mayor de Blasio’s Vision Zero plan to reduce traffic fatalities remains the department’s first priority, but made clear that, under her leadership, the NYCDOT will be doing more than safety upgrades.
Trottenberg praised her predecessor, Janette Sadik-Khan, for “cracking some eggs” and fighting for bike lanes, bikeshare, Select Bus Service, and pedestrian plazas when it was not politically popular to do so. She explained that Sadik-Khan’s commitment to these types of programs—and the Bloomberg administration’s ability to realize them—makes her job that much easier. The challenge now is keeping up with the demand for new public space.
Given the severity and number of challenges facing Detroit, streetscape improvements might not seem like a very high priority. But in the Motor City’s Midtown, one of the city’s relatively resurgent neighborhoods, a local planning non-profit is betting that encouraging more bicyclists and pedestrians will be a boon for the area. As a result, Detroit may soon get its first buffered bike lanes. Between Temple Street and Warren Avenue, Midtown’s 2nd Avenue is the target of a substantial road diet, as first reported by ModeShift. Read More
New York City’s bike infrastructure is expanding into new territory with new greenways connecting the city in a web of safer transportation options. And as it does, the Department of Transportation is working to significantly improve the bike lanes that already exist.
The streets of downtown Seattle are set for a major overhaul, thanks to a new masterplan by Gustafson Guthrie Nichol. As AN reported in our recent West Coast edition, the Seattle-based firm has made recommendations to improve the pedestrian realm “centers on uniting the fragmented parts of the Pike-Pine corridor, two major thoroughfares at the heart of the retail core running east-west from Interstate 5 to the waterfront.”
Check out their dramatic proposed transformations overlayed on Seattle’s existing streetscape for a better look at how pedestrians and cyclists will fare under the plan.
Bicyclists and pedestrians cruising down Chicago’s 18-mile Lakefront Trail generally enjoy an exceptionally open, continuous and scenic path along Lake Michigan. But near Navy Pier they’re shunted inland, underneath a highway, onto sidewalks and through road crossings that interrupt their journey in the middle of one of the popular pathway’s most congested corridors.
Nicknamed the “death bridge,” the Hyperion Bridge between Atwater Village and and Silver Lake in Los Angeles is a hazard to both pedestrians and cyclists. “At heavy traffic times, I often think to myself that I am grateful that I have no children or pets that might be saddened if I were to be flattened while playing this real-life version of Frogger,” Sahra Sulaiman wrote in an article for Streetsblog LA, describing her experience crossing from one sidewalk to the other on the Atwater Village side of the bridge. In an opinion piece for the Los Angeles Times, Paul Thornton—who swore off traversing the bridge by bike after one attempt—called it “one of the scariest stretches of road in Los Angeles.”
Lake Shore Drive could look a lot different if a local design alliance gets its way.
The “Our Lakefront” plan, commissioned by 15 different organizations including the Active Transportation Alliance, the Alliance for the Great Lakes, the Center for Neighborhood Technology, and the Chicago Architecture Foundation, would reduce the speed limit on the north branch of Lake Shore Drive from 40 to 35 miles per hour; carve out lanes for bicycles and either bus rapid transit or rail; and replace parking spaces with greenery.
[ Editor's Note: Peter Murray, of the New London Architecture Center, together with a dozen architects and planners, is biking from Portland, Oregon to Portland Place in London, studying how cities are responding to the demand for better cycling infrastructure. He reports from the start of his ride. The Architect’s Newspaper is USA media sponsor of the trip and will post periodic updates of these architects on bicycles. As the P2P team gears up for its triumphant arrival in Manhattan on Sunday (June 30th) having completed the U.S. leg of the trip, Peter Murray looks back at some of the highlights of the last week’s riding. ]
One of the delights of cycling across the States has been to experience cities whose names were familiar to me but whose contemporary characteristics and qualities were a void. I am ashamed to admit that when first researching our route through Pittsburgh my main ideas of the city were influenced by scenes of Pennsylvania’s shrinking steel industry from Michael Cimino’s 1978 film The Deerhunter. Instead, I found that Pittsburgh is “the regeneration capital of the U.S.,” eds and meds have replaced steel and it has a fast-improving bicycle infrastructure. Much of the credit for this last piece of progress must go to the energy of Scott Bricker and Lou Fineberg who founded Bike Pittsburgh just over a decade ago. The city still has a long way to go but it has bike lanes and riverside trails and it is highly probable that the next Mayor will be the Democrat Bill Peduto, who is a strong supporter of better biking. Of buildings in the city, we much enjoyed H. H. Richardson’s powerful Allegheny Courthouse and Jail with its rough stone masonry and Romanesque detailing.