Between 2017 and 2024, the Port Authority will rip out and restore the 1931-era, 7 foot paths on the George Washington Bridge as part of a $1.9 billion restoration.
The GWB is the sole bike-able connector between North Jersey and NYC. Its paths are already dangerously overcrowded at 3700 cyclists per day, on weekends, and growing 10.4% per year between 2010 and 2015.
If not widened to comply with national standards, the GWB will degrade to a “walk-your-bikes” facility, hobbling the growth of cycling across the region for decades, costing it durable enhancements to tourism, public health, resilience and sustainability annually worth hundreds of millions of dollars.
George Washington Bridge, 2015Current GWB. (1) 7′ path for peds, runners, cyclists. Photo by Hassan Diop.
- In 2015, NYCDOT recorded that the GWB averaged 3700 trips per day on weekends, making it the #3 most heavily biked bridge in NYC.
- Also, the fastest growing at 10.4% per year.
- Yet at 7 foot across, the GWB would have by far the narrowest path.
- For context, bike trips across NYC grew 12.5% per year from 2010-2015.
- At 521 users per hour, travel across the GWB paths well exceeds AASHTO‘s 300 User Per Hour threshold for widening to 14 foot.
- Remarkably, this level of growth has been achieved on a facility with an FHWA level of service grade of “F – Failing“.
Port Authority’s GWB Plan (ADA-compliant), 2024Port Authority’s Plan: (1) 7′ path for peds-runners. (1) 7′ path for cyclists. 11′ high anti-suicide barrier. Rendering by Amman & Whitney.
The Port Authority’s plan for the GWB paths chiefly comprises:
- Replace the stairs on the North Path with ramps.
- Widen the NY-NJ approaches.
- Restore paths as ADA-compliant, 7 foot pedestrian paths
- Assign one path to peds-runners and another to bicyclists.
Unfortunately, PA’s plan won’t improve the GWB’s current level of service.
- Peds-runners comprise just 25% of current peak use.
- 5-10% of pedestrians and runners will still use the bike path.
- Will not offset a 140% increase in bike trips between 2015 and 2024.
- Snowdrifts between the cables will continue to restrict winter access.
- Barriers block views of Palisades and Manhattan skyline.
- ADA won’t protect the PA from liability in accidents involving cyclists.
- FHWA grade for PA’s plan in 2024 remains “F – Failing”.
As an example of a facility compliant with national standards (AASHTO), the Complete George proposal would comprise:
- Four paths totaling 33.5′ for pedestrians, runners and cyclists.
- No cables to intrude on bike paths. They can be snowplowed to full width
- 9′ high anti-suicide barrier with an unobstructed view for peds-runners.
- A widened North Path would add meaningful capacity as soon as 2020.
- Compliance with AASHTO 2012 guidelines insulates the PA from liability.
- FHWA grade in 2024 is “A – Excellent“.
A Rutgers study shows biking and walking adding $497 million to NJ’s economy in 2011 or $56 per resident. Extended to the 3.1 million residents of the Lower-Mid Hudson Valley, that’s $174 million per year put at risk.
Between the Empire State Trail and the new Tappan Zee Bridge, NY will invest $500 million to grow active transportation in the Lower-Mid Hudson Valley. And with the new TPZ, the GWB would form a 44 mile loop drawing cyclists from across the region past eateries and tourist stops along the way.
But cycle tourism could well decline if the single bikeable Hudson crossing out of NYC ceased to function as a cycling facility.
To emphasize the GWB’s importance as an amenity, NYC has 800,000 active cyclists, but no recreational cycling facilities not shared with pedestrians.
Strava heat map depicting regional cycling activity.
In economic terms, using Walkway Over the Hudson model, a linear park across the GWB with unobstructed views of Manhattan and the Palisades would attract $42 million per year in tourist spending and sustain 675 jobs.
Applying the World Health Organization HEAT model used the quantify the health benefits of cycling infrastructure, the increase in physical activity spawned by a widened GWB would prevent 21 deaths per year and save $195 million in health care spending.
And doctors from the Columbia School of Public Health determined the expansion of the GWB proved to be an incredibly cost effective public health intervention at $883 per quality adjusted life year – that’s 14 times more cost effective than vaccinating kids against the flu.
Should we lose a Hudson rail tunnel before a replacement can be built, wider paths would support tens of thousands of commuters per day, just like the East River bridges did after Superstorm Sandy and will again in 2019 when the L Train is shut down to facilitate repairs to the Canarsie Tubes.
Cycling across the GWB meets all the PA’s criteria for an effective strategy to reduce bus traffic into its mid-town terminal.
Increasing bicycle mode share will help the region achieve its 2050 GHG reduction goals. If current bike trips across the GWB were subsidized as the PA does low-emission vehicles ($2.75-$6.75 per trip), the annual CO2 offsets would be worth $5.8 million.
Key beneficiaries of widened GWB paths are working class, minority communities who’ve borne the brunt of bridge congestion, unsafe streets and degraded air quality for generations.
The PA would then align itself with cities like Baltimore, and Los Angeles which will spend $4 billion over 40 years to extend cycling infrastructure to its “transit deserts.” The expansion of the San Franciso-Oakland Bay Bridge provides a critical waterway link where no other option exists.
A widened GWB would draw bike share up to Washington Heights, motivate a grid across Bergen and resuscitate dormant projects like Hudson Valley Greenway through the Bronx and River Road Corridor through Edgewater.
Hudson Valley Greenway. Source RBA.
River Road Corridor in Edgewater. Source RBA and Louis Berger Group.
For New York to retain it ranking as World’s #1 Most Competitive City, it must attract and retain a millennial workforce, a demographic that favors bicycling over driving and mass transit.
London, the #2 MCC, is in the midst of a $1.4 billion build out of its bike grid. By 2019, they expect that 50% of all trips into the central business district will be by bike.
Dozens of national studies correlate increases in home prices to their proximity to bike paths, ranging from 4% in Delaware to 23% in Chicago.
Crediting NYC’s 1000 mile bike grid with a “Delaware” multiple, its current share of annual city property taxes would be $150 million.
If we accord the GWB another half a percent for connecting the city grid to recreational roads in Bergen-Rockland, the incremental revenue would be $15 million per year.
The European Cyclists’ Federation credits the cycling across the E.U. with $27.7 billion per year in reduced noise, emissions, gas use and health costs. That’s $546 per person.
In Tokyo, a city of 13 million, 90% use mass transit for their daily commute. Of those, one third bike the first-and-last mile.
Portland, a city of 600,000, credits its bike grid with saving the city $800 million per year.
Cost Comparisons for AASHTO-compliant bike paths on local bridges
- $39 million – Walkway over the Hudson
- $55 million – Kosciusko Bridge over Newton Creek
- $60 million – High Bridge
- $135 million – Bayonne Bridge
- $135 million – Goethals Bridge
- $115 million – PA’s estimate to restore the GWB paths to a pedestrian standard (ADA) plus $90 million to widen the paths to AASHTO
- $380 million, or 20% of $1.9 billion GWB reconstruction budget, is what USDOT deems reasonable to upgrade bicycle-pedestrian access
- $300-400 – Verrazano Bridge (estimated)
- $440 million – Mario Cuomo Bridge (replacement Tappan Zee)
Considering that the GWB may need to sustain more bike trips than the other bridges combined, its widening should be seen as a “best buy.”
Savings from widening the GWB during recabling vs. later as a stand alone project:
- Cantilevers for bikeway can support safety scaffolding during recabling.
- Historically low interest rates allow the PA to finance construction cheaply and without affecting their credit rating.
- Proceeding now saves decades’ worth of Construction Cost Index increases.
- GWB Reconstruction Misses the Mark, Regional Plan Association, 7/17
- GWB project: 7 years, $2 billion, and one thing missing, Crain’s, 2/17
- I’m back and things have only gotten worse, Bike Snob, 2/17
- Help make the GWB in NYC Better for Cyclists, The Radavist, 1/17
- (Foot) traffic problems on the GWB, Brian Lehrer Show, WNYC 12/16
230 organizations, businesses, communities from across the Port District are calling on the PA to widen the GWB paths to comply with national standards as part of the upcoming reconstruction.
- “We ask that you call on the Port Authority to widen the George Washington Bridge paths as part of any state program to expand cycling infrastructure.” – Letter to Governor Cuomo signed by 15 State Senators and Assemblymembers
- “As one of the densest metropolitan areas in America, we must commit to shore up 20th Century infrastructure that cannot keep up with the demands of the 21st Century.” – Letter to the PA signed by 11 members of Congress
- NY City Council Resolution 1072-2016 calling upon the Port Authority of NY & NJ to widen the GWB’s sidewalks. – sponsored by 13 NYC Councilmembers
- “6,000 cyclists cross the GWB per weekend. This is a number that will go up, not down.” – Orange County
- “As a long-distance cycling club, we wholeheartedly support segregating the pedestrian walkways and widening the bicycling pathways of the GWB as part of the planned refurbishing of the span.” – Long Island Randonneurs
- “CB4 supports policy which advocates for, accommodates, and respects all road users, and is on record requesting that new cross-Hudson River tunnels and bus facilities include cyclist needs. The closest Hudson River Crossing to CB4 which allows cycling is the GWB.” – Manhattan Community Board #4
- “Over the past several years, the Borough has installed bike lanes, promoted bicycle safety and has served as the host community to bicycle races and similar functions. Widening the paths would serve as a perfect compliment to improvements and policies that we, and neighboring communities, have implemented.” – Fort Lee, NJ
- “With new off-road opportunities opening up in Sterling Forest, Harriman State Park, paths that meet federal guidelines will insure that cyclists can commute to and from NYC with ease.” – International Mountain Bike Association (IMBA)
- “The PA’s Plan to allocate one 7 foot path for peds and runners and one 7 foot path for cyclists will inevitably cause runners to move over to the cyclists’ path.” – NY Road Runners
- “Despite being the only bike route over the Hudson leaving NYC, the proposed 7-foot paths seem more like an afterthought than a true civic amenity.” – Regional Plan Association
- “We would encourage the Port to continue to think aggressively about planning for adequate bike facilities in all of its projects. Specifically, about the long-term need for additional capacity on the George Washington crossing. – NYC Deputy Mayor, and former PANYNJ Executive Director, Anthony E. Shorris
Questions for the Port Authority
- If a 3700 cyclists per day is insufficient to warrant widening the 7 foot paths now, then what is the PA’s threshold? How much more crowded does it need to get?
- If the PA regards the cost of widening the paths during recabling as too high, then what’s the likelihood that a standalone job, at far greater cost, will find acceptance later?
- With bike-share expanding on both sides of the Hudson, how will providers load-balance rush hours if bicyclists are allocated a single 7 foot path?
- If 230 organizations, businesses and communities and elected officials from across the region aren’t enough of a constituency to get this project moving, then who is?
- How can the PA guarantee bicyclists continued access without insulation from liability afforded by an AASHTO-compliant design.
Marine Parkway Bridge. (1) 6′ path for pedestrians. Photo by John T. Chiarella.