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Posts from the Pedestrian Infrastructure Category

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Pedestrian Injuries Down 61% on Fourth Avenue in Park Slope After Road Diet

DOT text. Image: DOT [PDF]

DOT will cast the Fourth Avenue road diet in concrete after impressive street safety gains. Image: DOT [PDF]

As in Sunset Park, the Fourth Avenue road diet has yielded impressive street safety dividends for Park Slope, including a 61 percent drop in pedestrian injuries. Now, DOT is moving forward with plans to cast its changes in concrete.

Between Atlantic Avenue and 15th Street, the road diet widened medians, shortened crossing distances, and trimmed the number of car lanes from three in each direction to two along most of the street (the northernmost blocks retained the same number of lanes). The changes were implemented using paint and flexible bollards.

After the redesign, pedestrian injuries on this stretch of Fourth Avenue fell 61 percent, total crashes dropped 20 percent, and crashes with injuries were reduced by 16 percent, according to DOT, which compared one year of post-implementation crash data to the prior three-year average [PDF]. The improvements were especially dramatic at 3rd Street, where crashes fell 41 percent, and at 9th Street, where they fell 59 percent.

DOT also tracked speeding after 9 p.m. on weekdays, with the prevalence of drivers traveling above 35 mph falling by about three-quarters, from 29 percent of southbound drivers before the road diet to just 7 percent after. (The drop in the citywide default speed limit from 30 to 25 mph took effect days after DOT finished collecting its data last year.)

Car traffic levels and travel times stayed mostly steady, with southbound evening volumes falling slightly and mixed results for northbound morning volumes. Pedestrian volumes also held steady.

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DOT Safety Plan for Corona’s 111th Street Faces Uphill Battle at Queens CB 4

This road diet and protected bike lane is too much for Queens CB 4 to handle. Image: DOT [PDF]

This road diet and protected bike lane, which will improve connections between Corona residents and Flushing Meadows Corona Park, doesn’t have enough car lanes for some Queens CB 4 members. Image: DOT [PDF]

A dangerous street that Corona residents have to cross to get to Flushing Meadows Corona Park is in line for a serious traffic-calming plan, complete with a two-way protected bike lane [PDF], but local community board members are balking at the proposal.

Flushing Meadows Corona Park, the largest park in Queens, is ringed by highways that cut off access from the neighborhoods around it. The one exception is 111th Street on the west side of the park. But instead of functioning as a welcoming entrance to the park, 111th Street is designed like a surface highway, with three southbound car lanes divided from two northbound lanes by a planted median. Residents have to walk up to 1,300 feet, or five blocks, before finding a marked crosswalk, and 84 percent of cyclists ride on the sidewalk, according to DOT.

Last year, Make the Road New York, Immigrant Movement International, the Queens Museum, and Transportation Alternatives organized for better walking and biking access to the park. Council Member Julissa Ferreras signed on, asking DOT last fall to install bike lanes throughout her district, including on 111th Street [PDF].

The DOT proposal delivers: It would calm the street by narrowing it to one lane of car traffic in each direction. The edge of the street along the park would receive a two-way parking-protected bikeway with pedestrian islands. Moving lanes would be replaced by parking along the median on the southbound side. At intersections, median extensions would shorten crossing distances for pedestrians, which currently stretch up to 94 feet.

This seems to be too much for some key members of Queens Community Board 4.

DOT presented its plan to three members of CB 4 at a special meeting of its transportation committee last Tuesday. “It was definitely a heated, emotional meeting,” said Amy Richards, who coordinates the Partnership for a Healthier Queens program at Make the Road New York. The board members were very “change-averse,” Richards said. “The meeting was tricky.”

“It’s a tough call,” CB 4 District Manager Christian Cassagnol said of the plan. “We told them to go back to the drawing board and change a couple of the small issues we were questioning.” DOT says it used the feedback to draft minor changes the original plan, which Cassagnol received this morning.

Board members last week were actually looking for major changes to the DOT plan. The big complaint from transportation committee members was “not enough traffic lanes, basically,” Cassagnol said. “That seems to be the main thing.”

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Eyes on the Street: Curb Extensions on Park Avenue in East Harlem

Crews install a concrete neckdown at Park Avenue and 111th Street. Photo: NYC DOT/Facebook

Crews install a concrete neckdown at Park Avenue and 111th Street. Photo: NYC DOT/Facebook

People crossing Park Avenue in East Harlem often have a tough time seeing cars coming down the street. A stone viaduct that carries Metro-North trains overhead reduces visibility for walkers, cyclists and drivers alike. This week, DOT poured concrete for neckdowns at East 111th Street as part of a larger street safety project.

The neckdowns at 111th Street expand the short sidewalk in the median below the train viaduct, allowing pedestrians to safely stand in a visible location before crossing the street.

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More Details From DOT’s Plan to Add Protected Bike Lanes to Queens Blvd

Here’s a closer look at DOT’s plan to add protected bike lanes and pedestrian safety measures to 1.3 miles of Queens Boulevard. DOT will be presenting these slides tonight to the Queens Community Board 2 transportation committee [PDF].

The top image shows the proposed layout on blocks where drivers can exit the central roadway to access the service lanes. The right-turn bays with tight angles, stop signs, marked crosswalks, and bike chevrons will replace this “slip lane” design that lets drivers enter the service road at speed:

qb_current

On some blocks, the slip lanes will be filled in entirely to create uninterrupted walkways and bikeways:

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At 60th Street, the proposal calls for filling in gaps between medians to create public spaces:

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Plaza de Las Americas Reclaims Space for People in Washington Heights

The plaza will add pedestrian space and create a permanent home for vendors and a farmers market. Image: DOT/DDC

The plaza will add pedestrian space and create a permanent home for vendors and a farmers market. Image: DOT/DDC

The city broke ground this morning on a new plaza in Washington Heights set to open early next year. The project will transform an extra-wide asphalt block into a permanent public space hosting vendors and a farmers market.

Officials break ground on a new pedestrian plaza on 175th Street in Washington Heights this morning. Photo: DOT/Flickr

Officials break ground on a new plaza on 175th Street in Washington Heights this morning. Photo: DOT/Flickr

Plaza de Las Americas is located on 175th Street between Broadway and Wadsworth Avenue. The project, which was selected in the first round of the plaza program in 2008, is sponsored by the Washington Heights and Inwood Development Corporation. Construction is funded by $5 million from the city’s budget.

The 14,000 square foot space, between a supermarket and a historic theater, has been used by a farmers market since 1980 and a vendors market since 1994. The new plaza will give vendors access to electricity and water for the first time. The plaza will also feature trees, lighting, benches, tables, chairs, and a fountain by artist Ester Partegás, according to a DOT press release. The paving materials and patterns aim to evoke the plazas of Latin America and the Caribbean.

The project will also likely have traffic safety benefits: Since 2009, four motor vehicle occupants, five pedestrians, and one cyclist have been injured at Broadway and 175th, according to DOT data. The city has identified Broadway as a Vision Zero priority corridor.

“La Plaza de Las Americas will not only give our street vendors a beautiful, tree-lined venue to sell,” Council Member Ydanis Rodriguez said in the release, “but also our neighborhood a new focal point.”

Today, 175th Street is an extra-wide asphalt expanse. Photo: Google Maps

Today, 175th Street is an extra-wide asphalt crossing. Photo: Google Maps

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Bruckner Boulevard Protected Bikeway Clears Bronx CB 2 Committee

Unused road space on Bruckner Boulevard is being reclaimed for a protected bikeway that will eventually connect the Bronx River Greenway to Randall's Island. Images: DOT

Excess road space on Bruckner Boulevard will be claimed for a protected bikeway that will eventually connect the Bronx River Greenway to Randall’s Island. Images: DOT [PDF]

A DOT plan to add pedestrian space and create a two-way protected bikeway along a key half-mile stretch of Bruckner Boulevard received a unanimous thumbs-up from Bronx Community Board 2’s economic development committee Wednesday night [PDF].

“Bruckner Boulevard is a very wide, multi-lane boulevard,” said DOT project manager Kimberly Rancourt. “It has lots of traffic but it also has excess space that isn’t needed for capacity.” The plan repurposes that unused asphalt, currently striped as a buffer zone, to add protected bike lanes in the Bruckner Boulevard median from Hunts Point Avenue to Longwood Avenue.

The area is dangerous, with 585 injuries at the five intersections in the project between 2009 and 2013, including 65 pedestrian injuries and 10 bicyclist injuries. Both Bruckner and Hunts Point were identified as priority corridors in DOT’s Vision Zero Bronx pedestrian safety action plan, and their juncture — often busy with pedestrians going between the 6 train and the Hunts Point neighborhood — is also named a priority intersection. There, DOT is proposing new pedestrian islands, large curb extensions, and a new crosswalk in the boulevard’s median.

The protected bikeway will provide a key link in the South Bronx bicycle network, though it will need to be extended to provide a seamless ride to points south.

To the north, the project connects with Monsignor Del Valle Square, where a redesign under development by DOT and the Parks Department will include protected bike lanes. Those lanes will link to improvements installed in 2013 that connect with the Bronx River Greenway, including a short protected bike lane on Bruckner between Bryant and Longfellow Avenues.

To the south, the project would strand cyclists when they reach Longwood Avenue. DOT said it is working on a plan to extend the Bruckner Boulevard median bike lanes southward across a “difficult section,” though there is no public timeline for the second phase. The southern extension of the Bruckner bike lane would link to Randall’s Island, where a long-anticipated connector path to the South Bronx Greenway is set to open this summer.

The plan “exponentially” increases the Bronx’s tiny allotment of protected bike lanes, said Transportation Alternatives Bronx organizer Laura Solis, and with the Randall’s Island connector opening soon, DOT should extend it southward as soon as possible. “The goal is definitely to see that continuous connection to Randall’s Island,” Solis said. “This is one step closer.”

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Demonstrators Call for Swift Action From City Hall to Fix Queens Boulevard

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Aaron Charlop-Powers of Families For Safe Streets said DOT should start redesigning Queens Boulevard today. Photo: Ben Fried

When it comes to redesigning Queens Boulevard for safe walking and biking, there’s no time to spare. It’s a matter of life and death.

Dozens of local residents marched with members of Families For Safe Streets and Transportation Alternatives in the icy cold yesterday to urge swift action from City Hall on its Queens Boulevard safety efforts. They were joined at Queens Borough Hall by Council Member Karen Koslowitz, who said she supports “whatever it takes” to stop the death toll on New York’s most notorious urban speedway.

Last week Transportation Commissioner Polly Trottenberg said DOT would spend $100 million to reconstruct Queens Boulevard, focusing first on the section in western Queens between Roosevelt Avenue and 74th Street. The extent of the redesign has yet to be determined.

The demonstrators called for bold, rapid action from DOT. “It’s heartening to see that budget commitment,” said Aaron Charlop-Powers, who lost his mother to a dooring crash on Crotona Avenue in the Bronx. “But [at that rate] it would take 100 years to rebuild the streets of NYC in a way that we would find sufficient. We’d like to encourage everyone involved in this work to move faster. DOT should start on Monday.”

With such widespread recognition that the current design of Queens Boulevard is failing, he said, waiting for a lengthy public process will put people’s lives at risk. “We are the community,” he said. “Failure is waiting until my mother is killed, then adding a bike lane.”

During the rally, many speakers paid tribute to Asif Rahman, whose life was cut short in 2008 when a truck driver struck him while he was biking on Queens Boulevard. His mother, Lizi Rahman, began advocating for a safe bike lane and better pedestrian crossings on the street seven years ago.

Koslowitz has lived in the area 53 years. Her district includes several miles of Queens Boulevard between the Long Island Expressway and the Van Wyck. During her first stint in the City Council in the 1990s, nearly 100 people were killed on the street in a ten-year span. “I have to cross Queens Boulevard and so do my children,” she said. “From the LIE to Borough Hall, people use Queens Boulevard as a highway. We have to show them it’s not a highway, it’s a neighborhood.”

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Levine Stands Up for Riverside Drive Road Diet Under Attack By CB 9

A road diet for the speeding-plagued Riverside Drive viaduct is already missing bike lanes. Community Board 9 members want DOT to scrap the road diet, too, but Council Member Mark Levine backs it. Image: DOT [PDF]

A plan to calm traffic on a speeding-plagued stretch of Riverside Drive in West Harlem would be gutted if Community Board 9 members get their way, but Council Member Mark Levine, who represents the area, wants DOT to move ahead with the safety plan.

“It’s all really sensible stuff that’s been succeeding in other parts of this district and this city,” Levine said. “I certainly value all the community input, and it needs to go through all the steps on the community board, but… I think DOT should move forward.”

Council Member Mark Levine.

The proposal features a mix of curb extensions and pedestrian islands on Riverside Drive between 116th and 135th Streets. Between 2008 and 2012, there were 20 serious injuries on this stretch of Riverside, including one pedestrian and 19 motor vehicle occupants [PDF].

The most dangerous section, according to DOT project manager Dan Wagner, is the Riverside Drive viaduct, which runs from just north of the General Grant National Memorial to 135th Street.

The average speed on the viaduct is 36.5 mph, according to DOT, with 79 percent of drivers clocking in above the posted 30 mph limit. In December, Levine and fellow Council Member Helen Rosenthal asked DOT to bring Riverside’s speed limit in line with the citywide 25 mph default [PDF].

DOT says it will do that, but only if the street is also redesigned to reduce speeds. Under the agency’s proposal, the viaduct from the Grant Memorial to 135th Street would be slimmed from two lanes in each direction to one, with the remaining space used for wide striped buffers. (Though Riverside is already a busy cycling route, DOT has refused to propose bike lanes.)

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CB 12 Committee Puts Parking Over Safety in Vote on Uptown Bike Lanes

DOT is proposing significant bicycle and pedestrian upgrades in Washington Heights, but the Manhattan Community Board 12 transportation committee wants to nibble away at a protected bike lane in the plan. The committee voted to support the DOT plan but with modifications that would shrink a proposed protected bike lane on Edgecombe Avenue to preserve parking.

The plan offers protected bikeways on 170th Street, 158th Street, and Edgecombe Avenue. Map: DOT

The plan offers protected bikeways on 170th Street, 158th Street, and Edgecombe Avenue. Map: DOT

The plan [PDF] would provide river-to-river links between the Hudson River Greenway and High Bridge Park, where cyclists and pedestrians would be able to connect to the Bronx. The proposal comes after the approval of bicycle and pedestrian upgrades for the Bronx side of High Bridge Park [PDF].

The plan would result in a net loss of approximately 20 parking spaces. Most of the change is concentrated on Edgecombe north of 165th Street, where parking would be removed for the bikeway on sections of Edgecombe with two-way car traffic.

At its meeting Monday evening, the CB 12 transportation committee deadlocked, 2-2, on a vote to support the plan after members Jim Berlin and Anita Barberis protested the loss of parking. Berlin has a long history of prioritizing parking over street safety at CB 12, which covers a neighborhood where about three-quarters of households are car-free.

“This is a working-class area,” Berlin said, according to DNAinfo. “People don’t have the luxury of riding their bike in the morning and leaving their Beamer at home.”

“I’ve lived here my whole life, and the working-class people I know have MetroCards,” Maria Lopez replied to Berlin, reported DNAinfo. “I drive, but I support this plan.” Lopez is also a staffer for Council Member Mark Levine. After her reply, according to multiple meeting attendees, Berlin began a condescending response by calling her “honey child.”

“The entire room gasped,” said one person at the meeting. “It was racist, misogynistic and ageist all at once, and it was stunning…I just don’t think he realized how inappropriate that was.”

Eventually, the committee agreed on a compromise resolution, with a 4-0 vote, that supported the plan but asked DOT to shorten the protected bikeway on Edgecombe in order to preserve parking.

“It was somewhat disappointing, because one particular person, their opinion can really influence what happens in an entire community. And it was clear that the people from the community that came out really supported it,” said Ana Reyes, a Washington Heights resident and executive director of I Challenge Myself. The group offers bicycle education courses to high school students, including at the George Washington Educational Campus on Audubon Avenue.

“A lot of people don’t like to ride in traffic,” Reyes said. “The benefits outweigh the loss of parking spaces in terms of the amount of  kids, particularly, that would be able to access this park.”

The plan includes a lot of big improvements for safe walking and biking in the neighborhood.

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What Slow Zone Gateways Could Look Like

Image: NACTO

A gateway treatment that could withstand sloppy driving. Image: NACTO

We reported yesterday that NYC DOT has moved “gateway signage” at the entrances to 20 mph Slow Zones from the roadbed to the sidewalk because motorists were running over the signs at what the agency calls an “unsustainable rate.” With some more resources for traffic calming, the agency could take a different approach: upgrading the temporary signs-and-paint treatment to permanent concrete.

Above is a gateway rendering from the NACTO Urban Design Guide, which describes its features:

Curb extensions are often applied at the mouth of an intersection. When installed at the entrance to a residential or low speed street, a curb extension is referred to as a “gateway” treatment and is intended to mark the transition to a slower speed street.

Unlike pedestrian islands in the middle of a street, corner redesigns require rebuilding underground systems, which necessitates the involvement of other city agencies and adds to construction costs. But this level of engineering is what will ultimately make Vision Zero succeed in New York.

And relatively speaking, pedestrian improvements are still cheap. The $55 million Mayor de Blasio wants to spend on ferry infrastructure could build a lot of permanent Slow Zone gateways.

h/t to Doug Gordon at Brooklyn Spoke