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Another UWS Pedestrian Killed as Safety Recommendations Sit on the Shelf

Existing conditions at W. 95th Street and West End Avenue, where a driver fatally struck Jean Chambers Thursday. Chamber was hit in the north crosswalk as the driver turned left from W. 95th onto northbound West End Ave. Image: Nelson\Nygaard

Existing conditions at W. 95th Street and West End Avenue, where a driver fatally struck Jean Chambers Thursday. Chambers was hit in the north crosswalk as the driver turned left from W. 95th onto northbound West End Ave. Image: Nelson\Nygaard

A proposal for safety improvements on the Upper West Side might have prevented the crash that killed a pedestrian Thursday, but the plan was not acted upon by Community Board 7 or DOT.

At approximately 11 a.m. yesterday a 50-year-old motorist turning left from W. 95th Street onto West End Avenue struck Jean Chambers in the crosswalk, knocking her underneath the Ford SUV he was driving, according to reports.

Jean Chambers. Photo via DNAinfo

Jean Chambers. Photo via DNAinfo

From DNAinfo:

“She had the walk sign and the light was green for the car too,” said doorman Bilbil Loka, 32, who witnessed the accident from his post at 710 West End Ave. “But the driver made a very short left turn, going uptown.”

“He dragged her for almost 30 feet, everybody heard her scream.”

Chambers, an artist who lived nearby, was pronounced dead at St. Luke’s-Roosevelt Hospital. She was 61.

The intersection where Chambers was killed was one of a number of Upper West Side crossings included in a 2013 pedestrian safety study by consulting firm Nelson\Nygaard [PDF]. The study was commissioned by local City Council members, but Community Board 7 sat on the report’s recommendations until a series of pedestrian deaths this year spurred residents to demand action from the city.

Following the deaths of  Cooper StockAlexander Shear, and Samantha Lee — all killed by drivers within the study area last January — DOT added pedestrian space and turn restrictions at Broadway and W. 96th Street, where Lee was struck.

Plans for other intersections remain on the shelf, despite known hazards to pedestrians. The study, for example, describes conditions that led to the crash that killed Jean Chambers: “vehicles turn left northbound from W 95 St onto West End Ave at wide angles and high speeds, creating pedestrian conflicts.”

In the wake of the fourth pedestrian fatality in the same immediate area this year, DOT says it may give pedestrians more crossing time at the intersection where yesterday’s crash occurred, will institute a left turn ban there for 10 hours a week, and is considering a new speed bump.

To slow drivers down, Nelson\Nygaard recommends more substantial changes, including curb extensions, pedestrian islands, and banning left turns.

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One of the Most Dangerous Streets in the Bronx Is Getting a Road Diet

White Plains Road, running 2.8 miles between East Tremont and Birchall Avenues, is one of the Bronx’s most dangerous streets, with more traffic deaths and severe injuries than 90 percent of the other streets in the borough. Most of this wide, overbuilt road is set to receive a road diet by September, converting two lanes to one lane in each direction while adding a striped center median and turn lane. The plan has already gained the unanimous support of both community boards along the street.

It's a start: A road diet would refresh painted markings and drop much of White Plains Road, shown here between Story and Lafayette Avenues, from four lanes to three. Image: DOT

It’s a start: A road diet would refresh painted markings and drop much of White Plains Road, shown here between Story and Lafayette Avenues, from four lanes to three. Image: DOT

Since 2007, there have been eight fatalities on this section of White Plains Road, with an average of 230 injuries each year. The intersection with Morris Park Avenue ranks as one of the top 20 pedestrian crash locations in the city, according to DOT, with five pedestrians killed or seriously injured from 2007 to 2011 [PDF]. DOT brought radar guns out to the street and found that between 48 and 68 percent of drivers were speeding, which is the leading cause of fatal crashes in NYC.

The road diet should cut down on speeding, but there is one section of White Plains Road that won’t be getting a lane reduction. The half-mile section between the Bruckner and Cross Bronx Expressways will retain a layout that squeezes as many car lanes as possible into the street’s 60-foot width. DOT said that it is proposing more modest tweaks to intersections on this stretch because of congestion in this area, which carries more cars than the rest of the street.

On this stretch, DOT is proposing turn restrictions where White Plains Road crosses the Cross Bronx Expressway and Westchester Avenue. The plan would ban left turns from eastbound Westchester Avenue to northbound White Plains Road and from the westbound Cross Bronx service road to southbound White Plains Road. It also adds high-visibility zebra crosswalks to White Plains Road and Westchester Avenue, where markings have worn away.

Areas receiving a road diet will see parking lanes widened to 14 feet. That’s enough space for bike lanes, but there are none in the plan. Similar extra-wide parking lanes have been installed on Southern Boulevard in the Bronx, Adam Clayton Powell Jr. Boulevard in Harlem, and Fourth Avenue in Brooklyn, among other locations.

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Slow Zones, Safer Arterials Win Over CBs in Manhattan and Queens

The scene at last night's Queens CB 3 meeting in Diversity Plaza in Jackson Heights. Photo: Daniel Dromm/Twitter

The scene at last night’s Queens CB 3 meeting at Diversity Plaza in Jackson Heights. Photo: Daniel Dromm/Twitter

At its annual outdoor meeting in Diversity Plaza last night, Queens Community Board 3 voted to support two traffic safety projects: a new neighborhood Slow Zone in Jackson Heights and nine additional pedestrian refuge islands on Northern Boulevard, one of the borough’s most dangerous arterial streets.

“It was not very contentious at all. It was definitely a big majority,” said Christina Furlong of Make Queens Safer. “Nobody was especially against it.” CB 3 says the Slow Zone passed 25-1, with two abstentions, and the Northern Boulevard improvements won over the board for a 25-2 vote, with one abstention.

The board also asked DOT to extend the Northern Boulevard project [PDF], which will add turn restrictions and pedestrian islands to select intersections along 40 blocks between 63rd and 103rd Streets, east to 114th Street.

The Slow Zone will add 20 mph speed limits and traffic calming, including 26 new speed humps, to an area covering nearly one-third of a square mile, bounded by 34th Avenue to the north, 87th Street to the east, Roosevelt Avenue to the south and Broadway and the Brooklyn Queens Expressway to the west. This area, encompassing six schools, two daycare and pre-K facilities, and one senior center, was the site of 28 severe injuries to pedestrians and vehicle occupants from 2008 to 2012, and three traffic fatalities from 2007 to 2014, according to DOT [PDF].

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Three Years After Voting Down Bike Lane, CB 10 Weighs Bay Ridge Bike Plan

Three years ago, Public Advocate Bill de Blasio cheered as Brooklyn Community Board 10 helped kill a bike lane proposal. Tonight, there’s a very different story unfolding: Responding to CB 10′s request for new bike routes, Mayor de Blasio’s DOT has proposed a bike lane plan for the neighborhood.

Our plan is your plan: DOT is proposing bike routes (in light blue) after receiving suggestions from CB 10. Map: DOT

DOT is proposing bike routes (in light blue) after receiving suggestions from CB 10. Map: DOT

The plan under consideration tonight [PDF] is different than the one from 2011, which attracted media attention at the height of the “bikelash.” Back then, DOT proposed adding bike lanes to extra-wide Bay Ridge Parkway. Even though it wouldn’t have taken away car lanes or parking, local politicians and community boards objected to the idea of making room for cyclists on a busy road. DOT ultimately folded and ditched the plan.

Bay Ridge Parkway is not part of the new proposal, which covers more miles than the previous plan but does not reach into Dyker Heights and Bensonhurst. DOT is considering bike routes on Fort Hamilton Parkway, 68th Street, 72nd Street, and Marine Avenue, which were requested by CB 10 in 2012. The board also asked for bike lanes on Seventh Avenue near the Gowanus Expressway, but DOT is suggesting an alternate route on Sixth Avenue instead.

Like the plan from 2011, this proposal doesn’t change the underlying geometry of streets very much. It includes a mix of shared lane markings and painted bike lanes, not protected lanes, and it does not remove any car lanes or parking spaces. Shared lanes would be added on Sixth Avenue from 67th Street to Fort Hamilton Parkway, on Fort Hamilton Parkway from 92nd Street to 101st Street, and on Marine Avenue from Colonial Road to Fort Hamilton Parkway.

Painted bike lanes would be installed on Seventh Avenue from 66th Street to 67th Street, on Fort Hamilton Parkway from Sixth Avenue to 92nd Street, on 68th Street from Third Avenue to Sixth Avenue, and on 72nd Street from Colonial Road to Sixth Avenue.

The CB 10 transportation committee unanimously recommended a vote in support at its meeting last Tuesday. The committee asked DOT to study safer intersection designs on Fort Hamilton Parkway at 65th, 86th, and 92nd Streets, as well as at 65th Street and Seventh Avenue, according to notes from the meeting posted by Transportation Alternatives volunteer Michelle Yu.

DOT says it will install the bike routes next year, and according to committee member Bob HuDock, the agency will return to the committee to address those intersections this fall.

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CB 6 Supports Murray Hill Bikeway If DOT Will Move It to Other Side of Street

A proposed two-way bike path on 37th Street would be safer on the north side of the street, but CB 6 asked DOT to move it to the south side after opposition from condo owners. Image: DOT

Last night, Manhattan Community Board 6 threatened to stall bikeway improvements connecting the East River Greenway with Murray Hill, because a group of condo owners opposed one piece of it. But a last-minute compromise seems to have cleared the way for the project.

The plan [PDF] would improve the surface of the East River Greenway near Glick Park, add shared lane markings to crosstown streets, and convert a block of the First Avenue bike lane to a two-way path. It would also add a two-way bike lane on one block of 37th Street to connect First Avenue with the East River Greenway.

At last night’s meeting, residents of The Horizon condominium tower testified against the 37th Street path because it would remove a loading zone on the north side of the street, immediately outside their building. Supporters of the plan were outnumbered. Intimidated by the opposition, a CB 6 member offered a resolution to send the issue back to committee, where it would have to wait until the community board resumed meetings in September.

Things looked bleak until the end of the meeting, when board members began to discuss a compromise: moving the path to the south side of the street.

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Tonight: Speak Up for a Safe East River Greenway Bike Connection

Adding a two-way protected bike lane and striping lanes on a wide, expansive street? Might get some opposition from condo residents in Murray Hill tonight. Image: DOT

Adding a two-way protected bike lane and striping lanes on a wide, expansive street? Might get some opposition from condo residents in Murray Hill tonight. Image: DOT

Last week, Manhattan Community Board 6′s transportation committee voted in favor of a plan to make it safer to access the East River Greenway from bike lanes on First and Second Avenue. But implementation isn’t guaranteed yet. Supporters of the plan will need to make their voices heard at CB 6′s full board meeting tonight, where opposition is expected from residents of a condominium tower upset about a proposed two-way protected bike lane in front of their building.

The plan would put a bike path in place of a loading zone on 37th Street between First Avenue and FDR Drive. This area is currently used for drop-offs by residents of The Horizon, “an exceptional full service, white glove condominium,” according to a description on StreetEasy.

Drivers will still be able to use the loading zone on the south side of 37th Street, and access to parking garages on the north side of the street will remain. Although the committee debated the merits of putting the lane on the south side of the street, it eventually sided with DOT’s recommendation to place it on the north side, which would involve fewer street crossings for greenway-bound southbound cyclists.

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Slow Zone, Next Round of Bike Routes on Tap for Brownsville, East New York

Caption. Image: DOT

Blue lines show where new bike lanes and shared lane markings will be installed in East New York and Brownsville. Orange lines show existing shared lane markings, while red lines show existing bike lanes. Image: DOT

The fledgling bike lane network in Brownsville and East New York will continue to grow. The second of three rounds of painted on-street bike lanes — mapped out in a planning process initiated by neighborhood residents — is set to be installed by the end of the year, pending the support of Community Boards 5 and 16 later this month.

The neighborhood, which already has a 25 mph arterial slow zone along Atlantic Avenue, is also set to receive its first 20 mph neighborhood Slow Zone this summer [PDF]. Both community boards joined the Brownsville Partnership, an initiative of the non-profit Community Solutions, in applying for the Slow Zone. The project is bounded by Sutter, Rockaway, Livonia, and Pennsylvania Avenues and averages nearly 72 traffic injuries annually, according to DOT. There are two NYCHA complexes and four schools within its borders.

The bike lane plan [PDF] adds 14.5 miles of striped bike lanes and shared lane markings to a meshwork of north-south and east-west streets, including Pitkin, Blake, and Dumont Avenues, and Hinsdale Street, Snediker Avenue, Thomas Boyland Street, and Saratoga Avenue. While it contains no protected lanes, the plan would create a denser and better connected neighborhood grid of streets with space marked for biking.

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Manhattan Community Board 10 Votes for Morningside Safety Plan

morningside

The redesign of Morningside Avenue will reduce chaotic driving patterns and add pedestrian islands and painted sidewalk extensions. Image: NYC DOT

Last night, Manhattan Community Board 10 approved the NYC DOT plan to add pedestrian islands and trim traffic lanes on 10 blocks of Morningside Avenue [PDF]. A concerted effort from neighborhood street safety advocates and local elected officials, including City Council Member Mark Levine and State Senator Adriano Espaillat, helped overcome recalcitrance at CB 10, which dragged its feet for nearly a year before yesterday’s vote.

Currently, Morningside has two moving lanes in each direction, and with all that open asphalt, speeding is a major hazard. In response to a request from the North Star Neighborhood Association, DOT proposed a road diet between 116th Street and 126th Street last September. The plan follows a template that has proven effective at reducing speeding and preventing injuries, converting the four traffic lanes to two through lanes plus turning pockets and pedestrian islands at intersections.

While Community Board 9 supported the plan, CB 10 repeatedly put off a vote and nearly killed the project. Then came a breakthrough at the last CB 10 transportation committee meeting, when board chair Henrietta Lyle acknowledged, ”The community wants this. We may not want this, but we are going to support the community.”

Levine and Espaillat, whose support has been crucial, released a joint statement today hailing the impending implementation of the project:

“We are thrilled these lifesaving changes are now on track to move forward. With summer approaching and the school year almost finished, we need these safety measures in place as quickly as possible. There have been over 100 reported accidents in the past year alone and there will be more unless we act. DOT conducted an open, transparent process that gave our community ample opportunity to weigh in — and we’ve been able to achieve a broad community consensus that is the right approach.”

DOT told Streetsblog after the May transportation committee meeting that construction should begin next month.

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East River Greenway Links, Third Ave Bus Lane Upgrades Go Before CB 6

east_side_gway

Dotted blue lines show new shared lane markings, the dotted purple line indicates a new two-way bikeway, and the dotted green line shows improvements to the existing greenway route. Map: NYC DOT

From sudden collapses to botched repairs, the current condition of the East River Greenway is a far cry from the vision of a continuous path on Manhattan’s eastern shore. While filling in the greenway’s gaps could take at least a decade, there are some small, short-term gains on the table. On Monday, Community Board 6′s transportation committee backed a slate of bike improvement that aim to make accessing the greenway from Murray Hill a little bit easier.

The East River Greenway could get some upgrades in Murray Hill. Image: DOT

The East River Greenway could get some upgrades and better connections in Murray Hill. Image: DOT

The plan, first reported by DNAinfo, aims to improve access to Glick Park, a Citi Bike station on the greenway, and the 34th Street landing for the East River Ferry. After presenting the plan to the committee on May 5, DOT held a walk-through of the project with committee members on May 19.

The proposal [PDF] would improve the greenway surface and markings between 34th and 37th Streets, and add a short, two-way bikeway on the north side of 37th Street between the FDR Drive service road and First Avenue. It also adds shared lane markings on a pair of crosstown streets and converts one block of the First Avenue protected bike lane to a two-way path.

Southbound cyclists looking to avoid the chaotic Queens Midtown Tunnel entrance at Second Avenue and 37th Street would be able to turn right at 38th Street, which would have shared lane markings for one block until First Avenue. From there, they could turn right onto the two-way block of the First Avenue protected bike lane before making a left onto the new two-way path on 37th Street to connect to the greenway.

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Eric Adams Calls on Brooklyn Community Board 3 to Back Bed-Stuy Slow Zone

After a setback at Brooklyn Community Board 3 in February, Bed-Stuy and Clinton Hill residents asking for a 20 mph Slow Zone stepped up their organizing efforts. But a last-minute decision by CB 3 chair Tremaine Wright has stalled any action by the board until at least September. Faced with Wright’s obstruction, advocates turned to Borough President Eric Adams, who wants the project to move forward.

“I’m in support of the Bed-Stuy Slow Zone, and I will work in partnership with Community Board 3 to expedite this action,” Adams said in a statement. “The only thing that should be speeding in this community and others is the approval and implementation of these slow zones.”

The Slow Zone had been on the agenda for CB 3′s general board meeting Monday night, but the item was struck before the meeting, the last one before the board’s summer break. “[DOT was] going to come back, but the board changed its mind,” assistant district manager Beryl Nyack said. Nyack referred questions about who made the decision to Wright, who has not replied to requests for comment.

Wright is a co-founder of the Brooklyn Alliance for Safer Streets. The group ”educates and advocates for roadways which promote walking, cycling and other forms of active transportation,” according to a description on its Facebook page. “BASS provides community residents and leaders with the tools to envision and create a safer and healthier urban streetscape.”

Despite this role, Wright told Streetsblog after the board voted against the Slow Zone in February that traffic safety is “not an issue in our community, by and large.”

Supporters of the Slow Zone say the board is opposing the project for the wrong reasons. Leah Bassknight has lived on the corner of Jefferson Street and Franklin Avenue for the past decade and has a 7-year-old son. She doesn’t agree with CB 3′s opposition to the Slow Zone. “I think their concern is that this is not a real concern of people who live in the community — just of parents whose kids go to the Waldorf School,” she said. “People who live in the community and don’t attend that school care about this.”

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