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Posts from the "Community Boards" Category

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With Key Positions Unchanged, CB 7 Still Puts Parking Above All [Updated]

To Manhattan CB 7, these free parking spots make all the difference. Image: Google Maps

To Manhattan CB 7, these free parking spots make all the difference. Image: Google Maps

New term, same old Manhattan Community Board 7.

On Tuesday, the Upper West Side board voted against a proposal to remove a handful of parking spaces on Central Park West at W. 106th Street, where cars sit in front of the park’s Strangers Gate entrance.

A source tells Streetsblog that the resolution, which was more than a year in the making, would have “afford[ed] an unobstructed view of the entrance, as is already the case with all the park’s other entrances.”

“Several board members expressed considerable concern over the loss of free parking and co-chair Dan Zweig spoke twice against the proposal,” the source said.

Also on Tuesday, the board recommended against a City Council bill that would suspend or revoke TLC licenses of cab drivers who are summonsed or convicted, respectively, of traffic violations following crashes that result in critical injury or death. The bill was proposed after 9-year-old Cooper Stock was killed by a cab driver in an Upper West Side crosswalk. DNAinfo reports:

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City Council Reso Calls for Community Board Term Limits and Transparency

A resolution brewing in the City Council recommends major reform for community boards.

Ben Kallos. Photo: NYC Council

Ben Kallos. Photo: NYC Council

Introduced by freshman City Council Member Ben Kallos, the reso calls for board members to serve a maximum of five consecutive two-year terms, and for unspecified term limits for board and committee chairs. It also recommends a transparent appointment process and highly publicized, multi-pronged recruitment efforts.

This would mark a dramatic shift from current practices, where board members can be appointed for life and borough presidents often refuse to discuss how they are chosen.

Kallos, who represents the Upper East Side and served on Manhattan Community Board 8, based the resolution on his policy report, “Improving Community Boards in New York City.” The report recommends a standardized application process that would require reappointment applications and put an end to “automatic reappointment.” Employees of elected officials and executive committee members of political parties would be excluded from board membership.

The resolution calls for an “independent screening panel” for all boroughs, modeled on an existing Manhattan panel put in place by Scott Stringer. Stringer’s successor Gale Brewer enlisted community groups to screen some 600 applicants, including long-time board members, for her first round of appointments this year.

Though community board votes are technically advisory, DOT will generally not implement significant street redesigns without their endorsement. Community boards have a mixed record on street safety, and some board members appear to be reflexively resistant to life-saving street designs, regardless of public support or DOT data. An infusion of members whose priorities go beyond maintaining free on-street parking would be a refreshing change for many boards across the boroughs. More broadly, these reforms would ideally result in boards that more accurately reflect evolving demographics.

Of course, some are content with the status quo. “Our office will not be supporting this resolution,” said a spokesperson for Bronx Borough President Ruben Diaz Jr. “In fact, our office feels that this resolution is not necessary.”

“At this point, I’d like reform to be voluntary,” Kallos told the Queens Chronicle. At this writing the resolution is sponsored by an array of council newcomers and heavy-hitters: Brad Lander, Jimmy Vacca, Mark Levine, Danny Dromm, Carlos Menchaca, Antonio Reynoso, Ydanis Rodriguez, Debi Rose, Ritchie Torres, and Peter Koo.

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Brooklyn Parking Preservation Board Votes Down Bike Corrals

Brooklyn Community Board 1 has had enough of the “war on cars,” and they’re taking it out on pedestrians, cyclists, and local businesses.

Jackson Heights is one of many NYC neighborhoods that survived the installation of bike corrals. Photo: Clarence Eckerson Jr.

Jackson Heights is one of many NYC neighborhoods that survived the installation of bike corrals. Photo: Clarence Eckerson Jr.

The Brooklyn Paper reports that four Williamsburg shops want bike corrals, to provide room to park bikes while keeping sidewalks clear. “We believe it is our responsibility to beautify the area,” said Jason Merritt, co-owner of Tutu’s, a Bogart Street bar. “And it is beneficial to businesses to have safe bike parking that is not on street signs and posts.”

But CB 1 member Simon Weiser, for one, isn’t having it. “Enough is enough,” said Weiser. “They can put it on the sidewalk and stop taking away car parking spaces. We need to keep the parking we have.” As if these four spaces will have any effect in a district with thousands and thousands of on-street parking spots.

You might remember Weiser from 2008, when he was a go-to bike lane critic during the Kent Avenue redesign fracas. Well, now he and CB 1 have drawn a line in the sand. They rejected all four corrals by a vote of 12-7.

Board members who voted against the corrals argued that there is plenty of room on sidewalks for bike parking and that their turf has lost too many parking spaces to the CitiBike bike-share program and the planned de-mapping of Union Avenue in the middle of McCarren Park, which is meant to make the greensward more pedestrian-friendly. Parking is now more difficult than it was a few years ago, Weiser argued.

So, North Brooklyn might have lost out on nicer sidewalks (DOT could overlook this vote) thanks to a few people in a position of power who think curbside car parking is scarce because there’s not enough of it. Not because it’s, you know, totally free.

“It is worrying and confusing to me that any community board would side against alternative transportation and neighborhood beautification,” said Merritt. More than that, CB 1 has sided against anyone whose highest priority isn’t securing on-street parking for their car.

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Brewer: I Won’t Remove Community Board Members Who Impede Safe Streets

Manhattan Borough President Gale Brewer says she does not intend to remove community board members who stand in the way of transit improvements and projects that would make streets safer for pedestrians and cyclists. She expects new appointments to sway older members and make the case for street redesigns.

Manhattan Borough President Gale Brewer. Photo: NYC Council

Manhattan Borough President Gale Brewer. Photo: NYC Council

Brewer hosted a small group of Manhattan web journalists Thursday for an informal interview at her downtown office. She said that for her first round of community board appointments, her staff and a panel of representatives from non-governmental organizations vetted 600 applicants, including long-time board members.

As in other boroughs, Manhattan community boards have a mixed record on street safety. Though their votes are technically advisory, as a rule DOT will not add bike lanes or pedestrian islands, or make other improvements, without an endorsement from the local board.

Recently, Community Board 10 in Harlem has succeeded in stalling safety fixes for Morningside Avenue, and contributed to delaying Select Bus Service on 125th Street. If it would make life better for people who walk, bike, or take the bus, it’s a pretty safe bet Manhattan CB 10 won’t like it.

Community Board 11′s Erik Mayor and Frank Brija waged a misinformation campaign against proposed safety measures for First and Second Avenues in East Harlem in 2011, leading the board to temporarily rescind its support for the project. Brija is still on the board.

On the Upper West Side, CB 7 is notoriously slow to sign off on changes, dithering over whether life-saving street designs should be implemented regardless of public testimony and DOT data.

Brewer was generally a reliable voice for livable streets on the City Council, and she’s already asked Manhattan CBs to identify dangerous locations in their districts. Streetsblog asked yesterday how she plans to deal with boards that impede safer streets and transit upgrades. Here’s her reply:

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A Safer, Saner Lafayette Street Is on Its Way This Summer After CB 2 Vote

Under the plan, a buffered bike lane would be converted to a protected bike lane with pedestrian islands. Image: DOT

After a unanimous vote at its transportation committee earlier this month, Manhattan Community Board 2′s full board last night unanimously passed a resolution supporting an upgrade of the buffered bike lane on Lafayette Street and Fourth Avenue to a protected bike lane. The project [PDF] runs from Spring Street to 14th Street and will include a northbound protected bike lane from Prince Street to 12th Street, pedestrian islands, and narrower car lanes to slow drivers.

The project is set to finish construction this summer. Crews have already started grinding pavement on Lafayette to repave the street, which currently has faded markings and a pockmarked surface.

At last night’s meeting, five people spoke in support of the plan, including Scott Hobbs, deputy director of the Union Square Partnership, and William Kelley, executive director of the Village Alliance BID. Transportation Alternatives also submitted a petition with signatures from nine business owners and 76 people on the street.

“We felt there were tremendous advantages,” transportation committee chair Shirley Secunda said of the plan, noting that it will keep the same number of car lanes while slowing drivers down, upgrading the bike lane, and improving signal timing at crosswalks. “Right now it’s in terrible, terrible shape and very unsafe,” she said. “It’s a tremendously wide street and the way the street will be reconfigured would allow for shorter crossings.”

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Tonight: Crucial Meeting on Lafayette Street Protected Bike Lane

NYC DOT’s proposal for Lafayette Street and Fourth Avenue would swap the parking lane and the bike lane and slow speeding drivers with narrower motor vehicle lanes. Image: NYC DOT

NYC DOT’s proposal to upgrade the northbound buffered bike lane on Lafayette Street and Fourth Avenue to a protected lane is up for a vote at Community Board 2 tonight, and while the plan sailed through the board’s transportation committee earlier this month, a “Yes” vote is far from a sure thing. Redesign opponents who didn’t show up at the committee meeting are expected to make an appearance at the full board vote, and that could jeopardize the project.

The Lafayette redesign entails a simple change — flipping the current position of the parking lane and the bike lane, which will narrow crossing distances for pedestrians, protect bicyclists, and reduce speeding without removing traffic lanes. It’s an important step toward creating safer north-south biking conditions in the middle of Manhattan island, and tonight you can help put it over the top.

If you support a safer Lafayette Street, it’s important to turn out and prevent this opportunity from slipping away. To sign in to speak, show up by 6:00 at the Tishman Auditorium in the New School, 63 Fifth Avenue.

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Morningside Road Diet Supporters Try to Find Common Ground With CB 10

Wednesday night, Harlem road diet supporters and opponents met in an attempt to find common ground on what can be done to improve safety on Morningside Avenue. The move comes in advance of DOT releasing a second plan for the street, after its first design encountered opposition from Community Board 10.

CB 10's chair is worried that adding pedestrian islands to Morningside Avenue will cause problems for double-parkers. Photo: DOT

CB 10′s chair is worried that reducing car lanes to add pedestrian islands to Morningside Avenue will create problems with double-parked drivers. Photo: DOT

The plan to calm traffic on Morningside Avenue [PDF], requested by North Star Neighborhood Association and supported by CB 9, has been waiting for action from neighboring CB 10 since it was released last September. But key CB 10 members object to its central component — a reduction in the number of car lanes to create space for a painted median and pedestrian refuge islands — and the board has refused to take action on the plan. In response, DOT went back to the drawing board and is creating a second plan to be presented in the coming weeks.

About 25 people attended the Wednesday meeting, which was hosted by North Star and included presentations from CB 10 chair Henrietta Lyle and Transportation Alternatives Manhattan organizer Tom DeVito, who talked about how the plan fits into Mayor de Blasio’s Vision Zero program.

The event featured plenty of crosstalk and heated exchanges, but there was also discussion of the need for a plan that everyone in the room could support. While the meeting ended on a positive note, the path to agreement remains murky: Lyle and many CB 10 members remain opposed to reducing the number of car lanes, and DOT has not yet released its alternative plan.

“I just don’t think it’s a good community position for us to be battling when safety is the number one thing,” said Aissatou Bey-Grecia, a founding member of North Star. The group focused on Morningside Avenue after an unsuccessful bid for a 20 mph Slow Zone in the neighborhood yielded discussions with DOT about the street. “Any change would be a good change, as far as I’m concerned, on Morningside Avenue. But what happens should come out of the collective voice.”

For her part, Lyle alternated between support of unspecified traffic safety improvements and telling the group that there was no pressing reason to implement a road diet on Morningside. Lyle held up a printed Google Map of traffic speeds to show that because Morningside Avenue was not colored in red, yellow or green, it did not require any changes. ”They had nothing on Morningside Avenue, meaning it is okay,” she said.

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CB 2 Panel Unanimously Supports Lafayette-4th Avenue Protected Bike Lane

Under the plan, a buffered bike lane would be converted to a protected bike lane. Image: DOT

Under the plan, a buffered bike lane would be converted to a protected bike lane. Image: DOT

In a unanimous 9-0 vote last night, Manhattan Community Board 2′s transportation committee endorsed a DOT plan to upgrade a buffered bike lane on Lafayette Street and Fourth Avenue to a parking-protected lane, complete with new pedestrian islands, car lanes of an appropriate width for the city, and improved signal timing for pedestrians. The plan now moves to CB 2′s full board meeting on March 20.

“We’re here as part of Mayor de Blasio’s Vision Zero campaign,” DOT project manager Preston Johnson said, pointing to safety gains similar projects have yielded on other Manhattan avenues. “This is a project that fits in with that by improving safety for all road users.” From 2007-2011, he said, six pedestrians, one cyclist and five motor vehicle occupants were severely injured in crashes on this section of Lafayette Street and Fourth Avenue.

The proposal [PDF] does not remove any car lanes, but instead narrows them on the avenues. Currently, lanes on Fourth Avenue feature a 14-foot-wide travel lane and a 21-foot-wide shared parking and moving lane. Under the plan, car lanes would be narrowed to 11 feet, with the right-hand lane on Lafayette slimming down to 10 feet.

“You really have a highway standard… which is inappropriate for this context,” Johnson said. “These moving lanes are just overly wide, and we’re able to repurpose that space more efficiently.”

Under the plan, the existing buffered bike lane, which ranges from nine to 11 feet wide on the left side of the street, will shift to the curb. Pedestrian islands will be added to the floating parking lane to shorten crossing distances, which are currently 71 feet on Fourth Avenue and 48 feet on Lafayette Street, curb-to-curb.

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Tonight: Support a Safer Lafayette Street at Manhattan CB 2

Swapping the parking lane and the bike lane will make Lafayette safer for walking, biking, and driving without changing the general traffic lanes. Image: Google Maps/Brooklyn Spoke

One of the first new street redesigns of the de Blasio administration calls for upgrading the northbound section of the Lafayette Street bike lane, between Spring and 14th Street, from a buffered lane to a protected lane. Manhattan Community Board 2 will consider the proposal tonight, and if you want a safer Lafayette Street it’s important to turn out and tell CB 2 why this project matters.

Lafayette Street has one of the first buffered bike lanes in the city — maybe the first — implemented at a time when protected bike lane designs weren’t in DOT’s toolkit. It already takes up as much street space as needed for a safe, protected bike lane. Swapping the bike lane and the parking lane would make the street safer for everyone by reducing speeding, and it would keep motorists out of the bike lane without changing how motor vehicle traffic flows. As Doug Gordon says, it’s a no-brainer.

But even this low-hanging fruit may be tough to pluck if people don’t turn out tonight and support the project. Recently, even suggestions as mundane as slowing down the traffic signal progression on Prince Street have had trouble gaining traction at CB 2. Word is that the local BID is change-averse and doesn’t want this redesign to happen.

To speak up for a safer Lafayette Street, head to the meeting at the NYU Silver Building, 32 Waverly Place, Room 520, a little before 6:30 p.m.

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Bed Stuy CB Chair: Street Safety “Not an Issue in Our Community”

Earlier this month, Brooklyn Community Board 3 voted against a 20 mph Slow Zone in Clinton Hill and Bedford-Stuyvesant. In a recent interview, CB 3 Chair Tremaine Wright told Streetsblog that the board voted against it in part because dangerous driving is not an issue in the neighborhood, and Slow Zone supporters did not demonstrate that the plan would address a real problem.

Brooklyn CB 3 Chair Tremaine Wright. Photo: Amsterdam News

Brooklyn CB 3 Chair Tremaine Wright. Photo: Amsterdam News

The 0.2-square mile area proposed for a Slow Zone averages 62.4 traffic injuries annually, according to DOT, with six severe injuries or fatalities per road mile [PDF]. A quick look at NYC Crashmapper shows dozens of pedestrians and cyclists injured in the area over the past couple of years.

I asked Wright if reckless driving is a problem in the neighborhood. “Not on the blocks in this proposed area,” she said. “And that’s why it’s key that they must be able to articulate the rationale for doing it.”

I followed up with a question about other parts of the neighborhood, including Atlantic Avenue, which runs along the southern border of the CB 3 district. The Tri-State Transportation Campaign ranks Atlantic as the third most-dangerous road in Brooklyn for pedestrians, and Brooklyn voters polled by Transportation Alternatives overwhelmingly identified it as the worst street for pedestrians in the borough. In 2012, at least two pedestrians were killed on Atlantic Avenue in Bed Stuy, including Maria Tripp, who was run over while crossing at Ralph Avenue, and William Boney, 49, struck while crossing at Troy Avenue.

“I don’t think we’ve had a lot of accidents along Atlantic,” Wright said. “There’s a place for pedestrians to stop and pause midway. We don’t get a lot of reports of dangerous activity there.”

“If we’re having fatalities related to traffic incidents, that would be reported to us by our police department, probably. We’re not getting a lot of that,” Wright said. (Last year, the 79th and 81st precincts, which cover the same area as CB 3, issued only 36 and 40 citations, respectively, for failure to yield to pedestrians.)

Wright said many streets in Bed Stuy have already received speed humps or other traffic calming measures, which she claimed diminishes the case for the Slow Zone. “Why is this the area that needs traffic calming, considering all of the traffic calming that has already occurred?” Wright asked. “It sounds like it’s just being dropped in.”

Wright’s comments came after she participated in a panel last Friday on the role community boards play in city planning. During the forum, Wright said that bike lanes, road diets, and plazas “are happening to us” and that community boards need a bigger role in the planning process.

Some community boards have actively worked with city agencies to develop blueprints for bike lanes and pedestrian upgrades. I asked Wright if CB 3 is looking to plan in advance for these types of traffic safety improvements. “We could do proactive stuff, but community boards are volunteer. We’re not going to be able to come up with a plan for everything. We pick and choose,” she said, adding that CB 3 members and meeting attendees are most interested in land use and zoning, not street safety. ”That is not an issue in our community, by and large,” Wright said.

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