The Pennsylvania Department of Transportation (PennDOT) has embarked on an initiative to repave a section of roadway encircling City Hall, aimed at promoting safety for cyclists and pedestrians while calming the bustling traffic in Center City.
As part of this project, a new bike lane will be installed, characterized by a green pavement coating and separated from vehicle traffic by flexible plastic posts, based on the engineering plan from the Streets Department.
This lane will closely follow the sidewalk around Penn Square, the area surrounding City Hall and Dilworth Plaza.
To accommodate the new bike lanes, the project will eliminate one car lane from most of the roadway on three sides of the square, which is expected to result in shorter street crossing distances for pedestrians and individuals using wheelchairs.
Currently, cyclists only have access to a lane on the west side of the square adjacent to Dilworth Plaza. This lane ends as the road curves east, forcing cyclists to face either chaotic traffic on the south side of the square or navigate across three lanes of vehicles to reach 15th Street.
Jessie Amadio, an organizer with Philly Bike Action, identified the existing traffic pattern around City Hall as a hazardous situation for pedestrians and cyclists, labeling it a “death trap.”
She expressed optimism about the project, stating it would significantly enhance the quality of life for numerous individuals in an area visited by many.
Amadio highlighted the risks faced by cyclists and pedestrians in this area, mentioning a serious incident from November where a hit-and-run crash led to severe injuries for two individuals, including the amputation of one person’s leg.
PennDOT commenced the project on Tuesday, beginning with the milling of asphalt road surfaces, despite the fact that City Council has yet to formally approve the bike lane.
The potential legislation, sponsored by Councilmember Jeffery Young, is scheduled for its initial committee hearing next Monday.
PennDOT spokesperson Krys Johnson noted that repaving is anticipated to commence in approximately two weeks, with the installation of the bike lane to follow soon after.
Earlier this year, bike advocates learned that PennDOT was preparing for urgent repaving work, prompting them to lobby City Council for timely authorization of the bike lane to integrate it into the project.
Amadio emphasized the importance of this opportunity, stating that when PennDOT repaves one of its roads, they cover the costs, making it a significant financial advantage for Philadelphia, which faces resource constraints.
To facilitate this initiative, Young introduced a bill aimed at removing car lanes and adding bike lanes on three sections of road surrounding City Hall: South Penn Square, East Penn Square/Juniper Street, and a segment of JFK Boulevard.
Notably, part of the bike lane on JFK will be positioned near the center of the road, between diverging vehicle lanes.
Although the bill was not up for discussion before the City Council’s summer recess, its introduction allowed PennDOT to proceed and finalize a design in collaboration with the city.
Young remarked that Penn Square’s inclusion in PennDOT’s paving schedule came as a surprise and expressed gratitude for PennDOT’s flexibility in scheduling the work for early fall.
He expressed his eagerness to engage with all stakeholders to enhance traffic safety.
Until Young’s bill receives approval and is signed by the mayor, the bike lane will be treated as a pilot project.
Amadio humorously noted that if the legislation fails to pass, Philly Bike Action would ensure that the bike lane remains intact.
The city typically encourages cyclists to utilize smaller streets with designated bike lanes or markings, like 13th and 15th streets, as opposed to main thoroughfares lacking dedicated bike infrastructure, such as Broad Street.
While there is a bike lane on Market Street to the west of City Hall, it does not continue to the east.
However, Amadio pointed out that many cyclists cannot avoid traveling near City Hall when heading toward certain destinations, thus, the establishment of the new lane will offer a safer alternative.
Currently, elevated bike lanes are under construction on Market Street between 2nd and 6th streets in Old City.
Amadio mentioned that the original plan for these lanes was to extend all the way to City Hall, indicating ongoing interest in achieving that goal.
The City Hall bike lane is part of a broader movement to expand cycling infrastructure across the city.
Recently, a new protected bike lane was launched on 47th Street in West Philadelphia, following a similar installation on 48th Street last year.
In May, the city unveiled a new half-mile segment of the Schuylkill River Trail, which aims to create a connection between Center City and the Grays Ferry neighborhood in South Philadelphia.
Advocates are also turning their attention towards improving road safety within Fairmount Park, following a tragic incident on September 2, when cyclist Harry Fenton lost his life due to a speeding crash.
They are urging the city to reduce speed limits in the park to 25 mph, install traffic-calming measures, and create two roundabout intersections on Belmont Avenue, in addition to repairing deteriorating cycling and walking paths.
The jurisdiction over roads in Fairmount Park is divided between the city and the state, complicating efforts to address these issues, but Amadio and other advocacy groups are committed to starting discussions about road improvements.
She suggested exploring solutions that could prevent aggressive driving or restrict certain roads to local traffic only, allowing easier access to park amenities without contributing to through traffic.
Moreover, there are plans for the city to install concrete dividers along the bike lanes on Spruce and Pine streets, although the status of that project remains uncertain amid pending litigation concerning loading zones on those streets.
image source from：billypenn
