Cyclists’ Proposal – Addendum
Images (click to enlarge)
#1 – Artist’s conception of main span on North Path set 5’ below the existing path. 9′ high anti-suicide barrier flush with the existing 4′ railing, preserving view for pedestrians. Rendering by Joseph Lertola.
#5 – North Path ramps connecting to the designated bike route on Hudson Terrace (looking south). This design would reduce conflicts between cars and cyclists who must turn left to enter the GWB path against fast-moving traffic.
– 10′ to 14′ bikeable path width; 12′ to 16′ outside measurement
– 9′ high anti-suicide barrier across the main spans
– 5′ railings on entrance ramps
– 10,000 lb vehicular load (four times what is deemed adequate for cyclists)
– 90 (100) PSF (pounds per square foot)
– Straight portions in 40′ to 63′ sections, curved portions in 50′ sections
– Structure to be built of weather treated aluminum
– The path’s surface shall comprise Fiberglass Reinforced Plastic (“FRP”) with the texture and appearance of concrete
– The George Washington Bridge bike-ped path is very straight forward and will carry ample amount of loading per the national AASHTO specifications. This bridge would be based on 63′ foot spaced support sections that look as if they are depicted currently.
– There are methods to further drive down the estimated cost. We would like to utilize the existing support structures and tailor the bridge around those to present the most economical method.
– It is also conceivable that, for an order of this magnitude, it would be cost effective to set up fabrication facilities in NJ.
#1-2 – North Path main span w/9′ anti suicide barrier – 5800 ft * $900/foot = $5.23M
#3 – North Path curved ramp connecting 179 & Cabrini to Path – 400 ft * $1270 = $.51M
#4-6 – North Path ramps spanning PIP & Hudson Terrace – 1250 ft * $900/foot = $1.13M
Cost for aluminum structures for North Path (FOB Fort Lee) = $6.87M
Cost for South Path (estimated equal to North Path) = $6.87M
Total estimated cost for structures for North and South Path = $13.74M
Not included: installation of the necessary cantilever supports below the support cables; modifications to the towers to accommodate the second path; nor foundations for the approaches. But without access to PA’s cost and engineering studies, those costs cannot be quantified.
AASHTO Bicycle Guidelines – 5.2.1 Width and Clearance
The minimum paved width for a two-directional shared use path is 10 ft. Typically, widths range from 10 to 14 ft, with the wider values applicable to areas with high use (300 users per hour) and/or a wider variety of user groups (pedestrians, runners, roller-bladders, etc.).
In very rare circumstances, a reduced width of 8 ft may be used where:
– Bicycle traffic is expected to be low, even on peak days or during peak hours.
– Pedestrian use is not expected to be more than occasional.
– Horizontal and vertical alignments provide frequent, well-designed passing and resting opportunities.
– The path will not be regularly subjected to maintenance vehicle loading conditions that would cause pavement edge damage.
– In addition, 8 ft may be used for a short distance due to a physical constraint such as an environmental feature, bridge abutment, utility structure, fence, and such. Warning signs should be considered at these locations.
Figure 5.2. Minimum Width Needed to Facilitate Passing on a Shared Use Path. © 2012 by the American Association of State Highway Traffic Officers (AASHTO) Guide for the Development of Bicycle Facilities
#10 – Deer Isle-Sedgwick Bridge w/fairings designed in FHWA Aerodynamics Lab
#12 – PANYNJ’s proposed treatment of the GWB’s North and South paths will leave them necked down to 6.75′ between the shielded suspender cables.#13 – Without obstructions from the cables, new bike paths can be plowed to full width. Photo by Hassan Diop.
#14 – GatorBridge example.
Neile Weissman, 2016. Cyclist Proposal rendering by Joe Lertola.