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Posts from the Pedestrian Infrastructure Category

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Eyes on the Street: Third Avenue Bus Island Nears Completion

Third Avenue at 57th Street has a new bus stop and a new block-long pedestrian island. Photo: Stephen Miller

Third Avenue at 57th Street has a new bus stop and a new block-long pedestrian island. Photo: Stephen Miller

Pedestrians and bus riders at one of the most dangerous intersections in Midtown now have a bit more breathing room. Work on a block-long pedestrian island on Third Avenue is complete, providing space for pedestrians between drivers turning right onto 57th Street and traffic heading uptown. It also includes a new bus stop and shelter [PDF].

The intersection, crammed with crosstown traffic and cars heading to the free Queensboro Bridge, ranks low for pedestrian safety. There were 39 pedestrian injuries and one death there from 2008 to 2012, according to DOT. Itself a Vision Zero priority intersection, the crossing sits at the juncture of two priority corridors.

The new Third Avenue pedestrian island, viewed from 56th Street. Photo: Stephen Miller

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Ferreras: “My Focus Is to Make 111th Street One Hundred Percent Safe”

Photo: Clarence Eckerson Jr.

Council Member Julissa Ferreras, left, listens in during a workshop about a plan for 111th Street yesterday. Photo: Clarence Eckerson Jr.

A grassroots effort to improve safety on extra-wide 111th Street in Corona yielded a DOT plan for a road diet, better pedestrian crossings, and a protected bike lane this spring. Then two members of Queens Community Board 4 stymied the proposal, at least for the time being. To keep the project moving forward, Council Member Julissa Ferreras has organized two neighborhood town halls this month.

Nearly 50 people turned out yesterday afternoon for the first meeting at the New York Hall of Science. DOT gave a presentation before splitting participants into small groups to get feedback on the proposal [PDF] and hear concerns about safety on 111th Street, which widens to become a multi-lane divided road alongside Flushing Meadows Corona Park.

The heart of the plan is reducing the street to one motor vehicle lane in each direction and adding a curbside protected bike path next to the park. With fewer car lanes, speeding will be reduced and crossing the street to get to the park won’t be so challenging.

Most attendees were in favor of the change. “It’s going to be safe for me and my kids,” said Delia Tufino, who began bicycling a year ago as part of a program launched by Immigrant Movement International and the Queens Museum. “I think it’s important to bring the community out,” she said of the workshop.

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33rd Street at Penn Station Will Go Car-Free This Summer

33rd Street west of Seventh Avenue will become a temporary pedestrian plaza this summer. The project could be made permanent in the future. Photo: Google Maps

33rd Street west of Seventh Avenue and east of the Madison Square Garden loading docks will become a temporary pedestrian plaza this summer. The project could be made permanent in the future. Photo: Google Maps

Real estate giant Vornado Realty Trust last night unveiled plans to open up space for people on a couple of busy blocks near Penn Station. The proposed car-free zones include a new pedestrian plaza on 33rd Street west of Seventh Avenue. Phase one will consist of a three-month trial this summer and fall, and the changes could be made permanent afterward.

Vornado is proposing to make part of 33rd Street off-limits to through traffic, creating a pedestrian plaza from Seventh Avenue to the Madison Square Garden loading docks about halfway down the block toward Eighth Avenue. Vornado executives told CB 5 the space could be used for seating or events, reports Bloomberg.

The company is also proposing more limited extensions of pedestrian space on 32nd Street between Seventh Avenue and Sixth Avenue. The street will get a sidewalk extension along the entire north side of the block, as well as plantings on the south side of the block near Seventh Avenue, with traffic trimmed to one lane. The pedestrian areas will connect with plazas at Herald Square.

The proposal received a unanimous endorsement at a joint meeting of the Community Board 5 parks and transportation committees last night, reports Transportation Alternatives senior organizer Tom DeVito. It now advances to the full board on June 11.

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DOT Waffles on Bed-Stuy Ped Safety Project After Resistance From CB 3

A plan to improve safety at a busy Bedford-Stuyvesant intersection [PDF] may not move forward after members of Brooklyn Community Board 3 opposed it, according to two CB 3 transportation committee members.

DOT buckled after Bed-Stuy community board members said pedestrian safety changes at this intersection would lead to traffic congestion. Image: DOT [PDF]

DOT buckled after Bed-Stuy community board members said pedestrian safety changes at this intersection would lead to traffic congestion. Image: DOT [PDF]

DOT’s Claudette Workman revealed the news at the CB 3 transportation committee meeting on May 13, said Shawn Onsgard, a public member of the committee. “She just said [it] off the cuff,” he told Streetsblog. “She was taking the safety changes off the table.”

“They said they may not do it, but then again they may do it,” said CB 3 member Doug Williams. “It depends on how much support they get.”

Asked for the status of the project, DOT spokesperson Bonny Tsang said the agency is “still discussing the project with local stakeholders.” DOT did not reply to a question asking if it has stopped moving forward with the design, which it presented to the committee last month.

Update 1:45 p.m.: “We are still discussing this project with the local stakeholders — in fact, we will be meeting with the Council Member, the District Manager and the CB Chair,” Tsang said. “We never said that we are not doing the safety improvements. As we do with many projects, we discuss with the local community if they have concerns about the project and try to address them.”

Onsgard and Williams said most board members were worried that closing two “slip” lanes, which allow drivers to make quick right turns from Fulton Street to Utica Avenue and Malcolm X Boulevard, would create congestion. Closing the lanes would create additional space for pedestrians, reducing crossing distances for people transferring between the B46, B25, and A/C trains.

“That slip turn is dangerous,” Williams said. “I would hope that they would change it.”

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How Much Does DOT Use Daylighting to Reduce Dangerous Turns?

Last March a driver fatally struck Xiali Yue while making a right turn at 21st Avenue and Cropsey Avenue in Brooklyn, where visibility is limited by parked cars. Image: Google Maps

Last March a driver fatally struck Xiali Yue while making a right turn at 21st Avenue and Cropsey Avenue in Brooklyn, where visibility is limited by parked cars. Image: Google Maps

Transportation Commissioner Polly Trottenberg told the City Council there’s only so much DOT can do to prevent drivers from hitting people while turning, but there’s a relatively simple safety measure the agency could put to widespread use: keeping parked cars away from intersections.

Last week, Kate Hinds at WNYC reported on the problem of motorists fatally striking people while turning left. According to crash data compiled by Streetsblog, drivers making right and left turns killed 30 pedestrians and cyclists in NYC in 2014.

WNYC noted several factors that contribute to such crashes, including traffic signals that direct pedestrians and motorists into crosswalks at the same time, drivers who are occupied with several tasks at once (the feds call it “driver workload”), and “blind spots” caused by wide A pillars.

In March, Hinds reported, Trottenberg told the council “there are limits to what can be done” to prevent turning crashes.

“Left turns are a big source of crashes,” Trottenberg said. “But there’s another way to look at it: speeding and failure to yield, which are also pieces of the puzzle, are also sources. There’s no question, in cases where we can minimize left turns, or give vehicles their own turning phase, we want to try to do that.”

She added, however, “We won’t be able to do it everywhere in the city. You can’t create a special turning lane and a special signal in every intersection for left turns.”

One factor that Trottenberg didn’t mention is that many fatal turns occur at intersections where visibility is hindered by cars parked to the edge of crosswalks, a practice that is permitted in New York City but against the law in other places. As we reported earlier this year, NACTO recommends 20 to 25 feet of clearance around crosswalks.

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DOT Plans Safety Upgrades at Foot of Manhattan Bridge in Chinatown

Image: DOT [PDF]

Turn restrictions, new traffic signals, new crosswalks, and expanded pedestrian space are on tap for the tangle of streets where the Manhattan Bridge touches down in Chinatown. Image: DOT [PDF]

Choked with car and truck traffic, the Manhattan Bridge ramps around Canal Street are a danger zone. DOT has a plan to tame some of the chaotic crossings for people on foot, which the Manhattan Community Board 3 transportation committee voted in favor of last night.

Seven pedestrians and nine motor vehicle occupants were seriously injured at the intersection of Canal Street and the Bowery from 2009 to 2013, according to DOT, and one pedestrian was killed in 2009. The intersection has more serious crashes than 90 percent of Manhattan’s intersections, and residents have been calling for changes for years.

Lim Ah Yiew, 42, was killed by a driver coming off the bridge as he crossed Canal Street in 2005. “My heart pounds every time I cross that intersection,” Lim’s sister, Lim Sing Tse, told DNAinfo in 2009. “It’s really very horrible. The cars come speeding off the bridge and there’s no time for pedestrians to react.”

Under DOT’s plan, the bridge’s lower roadway, which currently reverses direction to allow Brooklyn-bound traffic from 3 to 9 p.m., will become Manhattan-bound 24 hours a day. This frees up space to add a large painted curb extension that reduces crossing distances from 84 feet to 32 feet and ensures pedestrians on the east side of the intersection will cross no more than two traffic lanes at a time.

Triangle-shaped pedestrian islands to the north and south of Canal Street on the eastern side of the Bowery will also be enlarged, and the median on the Bowery south of the intersection, installed in 2010, will be extended to provide a refuge for crossing pedestrians.

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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:

qb_55th-56th

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

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