The residents of Soho and the businesses seem to be competing interests. A TA study showed that the temporary pedestrian street on Prince would have attracted more shoppers, and specifically shoppers that send more money. But there didn't seem to be business interests represented in the CB opposition at the meeting, which it seems was largely attended by residents who see Soho as a residential, or even still a manufacturing district.

I think most of the businesses on this block of Grand Street (cafes, galleries, showrooms) would probably favor this European-style treatment. It's the residents that seem to be resistant to changes that welcome non-motorized modes.

The other issues is that it costs a hell of a lot more to lay new concrete than it does to change parking signs or restripe pavement. Wider sidewalks are a long term project, that are happening; albeit slowly. The important thing to note is that steps are being taken by DOT to make sidewalk widening projects much easier to complete.

Read more carefully...I said one NOT in a residential neighborhood like those listed.

Maybe you should write more carefully, then. That "not" is in a weird place, and easily overlooked.

Grand Street (west of Chrystie) has been a one-lane street for as long as I've known it. Maybe it used to be wide enough for traffic to go around a double-parked truck (and later, a truck parked in the bike lane), but I don't recall any lane markings making it two lanes.

I actually like this design even more since you pointed out that placard abusers will be that much more directly connected to traffic congestion. Maybe frustrated Grand Street drivers will force the NYPD to "ticket their own" in this precinct. In any case, the congestion will only affect drivers, allowing cyclists to sail right through. That is, unless some delivery driver figures out a way to park in such a narrow cycle track (like half on the sidewalk). Let's hope the DOT puts some street furniture there to prevent that!

Instead, they do a light scraping (like sanding prior to painting) and then put on a "micro-layer" of the new material. It doesn't end up looking as pretty as doing a whole mill-and-repave, but it is supposed to smooth out with use.

Personally, riding my bike on the new surface, I found it to be very "grippy" - I had a lot of traction - but it wasn't really bumpy, as it might appear.

Given placard abuse and deliveries, no city street should ever be reduced to one lane. especially one not in a residential neighborhood like the UWS, UES or West Village.

I don't understand. There are hundreds of one-lane streets in those neighborhoods.

In particular, I saw them pulling up the new layer of asphalt where it had covered manholes. It wasn't very thick.

Pedestrian left at street you wish to make a left.
or
Merge left into traffic at intersection prior to the one you would want to turn left.

I don't think the design is absolutely perfect but it really comes close. I'm very glad NYCDoT is at least trying and experimenting. While you all know that I don't always agree with DoT's designs (particularly the left side thing) someone needs to try out new ideas. Great products are rarely perfect the first time "out of the box".

Very excited to see the finished product - we need as many north american examples of physically separated lanes as we can get!

On a less bright note, I rode on that stretch recently, and the paving job seems to be a bit sub-par. I assume that most repaved streets start out perfectly flat and then develop the standard hills and valleys over time. Not so for Grand and Christie Streets. Any thoughts?