Skip to content

Posts from the "Traffic Calming" Category

9 Comments

Brooklyn CB 2 Committee Unanimously Backs Park Avenue Safety Fixes

Park Avenue in Clinton Hill and Fort Greene will get a road diet for eastbound traffic, among other measures. Image: DOT

Park Avenue in Clinton Hill and Fort Greene, which runs beneath the BQE, will get a road diet for eastbound traffic, among other changes. Image: DOT

Last night, Brooklyn Community Board 2′s transportation committee unanimously supported a set of traffic calming measures on Park Avenue in Clinton Hill and Fort Greene, including a road diet for eastbound traffic [PDF]. The proposal from DOT comes after years of advocacy from local residents and organizations fed up with speeding and dangerous conditions on the roadway beneath the Brooklyn Queens Expressway viaduct.

The one-mile stretch of Park Avenue between Navy Street and Flushing Avenue ranks in the worst third of Brooklyn streets for traffic crashes, with nearly three in four drivers speeding, according to DOT, which clocked drivers going as fast as 52 mph.

A third of crashes on Park are right-angle collisions, usually involving a driver running a red light. These types of crashes are so common that a supermarket at the corner of Park and Washington Avenues captured two of them on camera within 20 days last winter, including one where a driver plowed through the store’s front door and into the produce section.

Read more…

13 Comments

Pedestrian Injuries Down Nearly 30% After 4th Ave Road Diet in Sunset Park

Photo: NYC DOT

With paint, epoxy, and gravel, DOT widened skinny medians to make safer crossings on Fourth Avenue. Pedestrian injuries have dropped 29 percent following the redesign. Photo: NYC DOT

A year and a half after implementing a road diet on 50 blocks of Fourth Avenue in Sunset Park, DOT returned to the Brooklyn Community Board 7 transportation committee last night with a report on how the redesign has affected safety. The results are positive: More people are walking on Fourth Avenue, while speeding, crashes, and pedestrian injuries are all down significantly [PDF].

Speeding is down on Fourth Avenue in Sunset Park. So are crashes, injuries and fatalities. Image: DOT

Speeding is down on Fourth Avenue in Sunset Park. So are crashes, injuries and fatalities. Image: DOT

DOT implemented the road diet between August and December of 2012, converting Fourth Avenue from three lanes in each direction to two, adding turn restrictions, widening pedestrian medians, and expanding the width of the parking lanes. For its study, DOT looked at crash, speed, and traffic data for the 12 months before and after the road diet was implemented.

Over that period, total crashes have dropped 13 percent, crashes with injuries have decreased 8 percent, and pedestrian injuries have decreased 29 percent. Before the road diet, 47 percent of drivers were speeding. After the road diet, the proportion of drivers speeding shrank to 29 percent.

In the six years before the road diet, there were seven fatalities along this section of Fourth Avenue. There was one death while the road diet was being implemented in late 2012, and none in the 17 months since.

Pedestrian activity has ticked up slightly at intersections along Fourth Avenue, and motorist travel times have remained mostly steady. Northbound trips during the morning rush hour now average 15 seconds shorter than before, while southbound evening rush hour trips take an average of 88 seconds longer over the 2.5-mile route.

DOT is already planning to build out the design using concrete, with a capital project from 33rd Streets to 47th Street partially funded. DOT is looking for additional funds, and CB 7 transportation committee chair Ryan Lynch suggested the board ask Council Member Carlos Menchaca to use discretionary funds to support the project. Eventually, DOT hopes to reconstruct all of Fourth Avenue between 65th Street in Bay Ridge and Atlantic Avenue in Park Slope.

DOT noted in its presentation that the final design for Fourth Avenue has yet to be determined, but it’s likely that it will mirror the paint-and-planters design that’s resulted in the significant safety gains described last night.

Read more…

StreetFilms No Comments

“The Better Block” Celebrates Four Years of Re-imagining Streets

Streetfilms has wanted to profile Jason Roberts and the amazing work of The Better Block for a long time. So it felt like destiny when, a few weeks ago, we were able to sync up and chronicle the fourth anniversary of The Better Block in Oak Cliff, Texas.  This temporary pedestrian plaza is right next to the original site where Roberts and the team at The Better Block first showed how you can completely transform a street using temporary materials and your imagination.

In this Streetfilm you’ll see some of the behind-the-scenes set-up and preparation. You’ll see how, in short order, they transform a dangerous intersection into a safe street with a barebones budget — including an incredibly inventive application of decals to create temporary crosswalks.

The Better Block approach to re-imagining sidewalk amenities seems to be catching on. In San Francisco, the Castro neighborhood will be getting rainbow crosswalks. Then, in the guerrilla striping tradition, an anonymous someone altered the bars on a Hawaii crosswalk overnight to read “Aloha.”

Check this map for a look at all the work Roberts has done with Better Block, and its impact around the world has inspired dozens of similar projects around the world.

8 Comments

Morningside Ave. Road Diet Set for July After CB 10 Chair Urges Support

After nine months of foot-dragging, CB 10 is on track to support a traffic calming plan requested by community residents. Image: DOT

With new, clear marching orders from chair Henrietta Lyle after nine months of stalled deliberations, Community Board 10′s transportation committee voted unanimously last night to support a road diet plan [PDF] for a speeding-plagued stretch of Morningside Avenue. Pending expected support from the full board next month, DOT is scheduled to implement the safer street design in July.

Previously, the board’s transportation committee, which has been sitting on the plan since last September, had refused to support anything that included a reduction in the number of car lanes, because some members opposed other road diets on Mount Morris Park West and Adam Clayton Powell Jr. Boulevard. The local residents who had requested the safety fixes gathered 1,000 petition signatures and the backing of neighborhood schools, churches, and community groups, and last night they finally had a breakthrough at the committee.

Board member Daniel Land Parcerisas introduced a resolution that expressed concern about road diets while supporting the plan for Morningside Avenue. “It’s really about time. We’ve dragged our feet way too long on this issue,” he said. Despite his plea, the committee’s discussions took a familiar turn as board members opposed to the road diet suggested non-starters like speed humps instead and raised questions that had been addressed months ago.

Frustration mounted among the plan’s supporters. “If you don’t pass this plan, you’re doing nothing,” said Jonathon Kahn, a steering committee member of the North Star Neighborhood Association, which requested safety fixes from the city. ”DOT will not put in speed bumps across a four-lane road. So for anyone to continue to ask for something that DOT will not do and cannot do, is to do nothing.”

Soon afterwards, Lyle walked in and seated herself. “We really need this to pass tonight,” she told the committee. “The community wants this. We may not want this, but we are going to support the community.”

Read more…

7 Comments

Manhattan CB 10 Continues to Oppose Safety Overhaul for Morningside Ave

Wednesday night, Manhattan Community Board 10 in Harlem continued to obstruct a street redesign that could save lives. A safety overhaul for speeding-plagued Morningside Avenue, requested by local residents and developed by DOT, has been stalled as the board refuses to back any plan that includes a reduction in the number of car lanes. In a near-repeat of a board meeting in February, CB 10 sent the issue back to committee, where it has languished since last September. Meanwhile, the board has established a Vision Zero task force, even as it opposes street safety measures.

The Morningside Avenue stalemate continues at CB 10. Photo: DOT

The Morningside stalemate continues at CB 10. Photo: DOT

Key board members are convinced that road diets on Adam Clayton Powell Jr. Boulevard and Mount Morris Park West have been failures. Last night, CB 10 chair Henrietta Lyle described those streets as having “extreme problems” and “hazardous conditions” as a result of the road diets. In fact, a study of Adam Clayton Powell Jr. Boulevard found that speeding was reduced, travel times improved, and crashes dropped by nearly one-third after the road diet was implemented [PDF].

Lyle claims that she wants DOT to move ahead with improvements for Morningside Avenue, just not the plan that’s on the table. “We need them to take some action now,” Lyle said. “We don’t want DOT to use anyone as a scapegoat for why they’re not fixing the problem.”

The problem is that the board has ruled out the kind of redesign that has been proven to prevent injuries and save lives on similar streets. CB 10 wants speed humps and traffic signals, not a road diet. DOT says the road is too wide for speed humps and traffic volumes too light to justify traffic signals – which can make a street more dangerous anyway.

Community Board 9, which also includes Morningside Avenue, has already backed the road diet plan, but DOT is bending to CB 10′s opposition and developing an alternative plan to be presented in the coming months.

“An alternative plan that doesn’t include lane reductions, doesn’t include traffic lights, and doesn’t include speed humps? Sure, I’d like to see that,” said road diet supporter Elise Merrow, who lives on 114th Street near Manhattan Avenue and along with her neighbors has gathered more than 1,000 signatures from neighborhood residents calling for the road diet.

CB 10 is not monolithic. While the stalemate continues on street safety redesigns, a Vision Zero task force is taking shape within the board, comprised of the heads of the health, transportation, education, economic development, land use, and housing committees.

Read more…

10 Comments

Tonight: Big Changes Proposed for Intersection Where Ella Bandes Was Killed

Curb extensions, new crosswalks and turn bans could be coming to this deadly intersection on the Brooklyn-Queens border. Image: DOT

Curb extensions, new crosswalks and turn bans could be coming to this deadly intersection on the Brooklyn-Queens border. Image: DOT

Last year, 23-year-old Ella Bandes was killed by a turning MTA bus driver at a complex intersection on the Queens-Brooklyn border. On the anniversary of her death in January, her parents called on DOT to implement more aggressive street safety measures. Tonight, DOT is scheduled to present a plan to Queens Community Board 5′s transportation committee, including new crosswalks, curb extensions and turn bans [PDF].

DOT already installed brighter street lighting beneath the elevated train in January and added pedestrian countdown clocks. “I thought they were just going to improve the lighting and do as little as possible,” said Judy Kottick, Ella’s mother. “But they’re adding a crosswalk, they’re shortening crossing distances.”

The plan would add painted curb extensions at most of the intersection’s corners. It also calls for a new crosswalk across Myrtle Avenue in the middle of the intersection, to match a route many pedestrians already follow. An existing crosswalk across Myrtle Avenue on the intersection’s east side would be widened significantly, and all crosswalks will receive new high-visibility zebra markings under the plan.

The multi-leg intersection, at the transfer point between an elevated train and a subway, is also a hub for bus routes in both boroughs. A 2007 DOT Ridgewood transportation study [PDF] found that the corner where Ella was killed had the neighborhood’s highest pedestrian volumes.

Read more…

11 Comments

Grand Concourse Will Be the Next Arterial With 25 MPH Limit

NYPD Chief of Transportation Thomas Chan, Council Member Vanessa Gibson, Transportation Commissioner Polly Trottenberg and Assembly Member Mark Gjonaj unveil the city's second "arterial slow zone" this morning. Photo: Stephen Miller

NYPD Chief of Transportation Thomas Chan, Council Member Vanessa Gibson, Transportation Commissioner Polly Trottenberg and Assembly Member Mark Gjonaj unveil the city’s second “arterial slow zone” this morning. Photo: Stephen Miller

Local elected officials and advocates joined NYC DOT and NYPD this morning to unveil the city’s second “arterial slow zone” on the Grand Concourse in the Bronx, where speed limits will be dropped to 25 mph and traffic signals will be retimed to discourage speeding.

The lower speed limit will apply to 5.2 miles of the Grand Concourse from East 140th Street in Mott Haven to Moshulu Parkway in Bedford Park. Along this stretch of the Grand Concourse, there were 12 fatalities between 2008 and 2012, including seven pedestrians, according to DOT. Speeding is the leading cause of traffic fatalities in New York City.

“This is not the Daytona 500,” said Assembly Member José Rivera at this morning’s event. “We should consider placing speed cameras all along the Grand Concourse.”

That’s unlikely to happen immediately. State law limits speed cameras to streets with school entrances within a quarter-mile, prevents them from operating overnight and on weekends, and caps the number at 20 cameras. (DOT has five cameras running and hopes to bring the remainder online this spring.)

Read more…

11 Comments

East 106th Street Road Diet and Bike Lanes Head to Manhattan CB 11

DOT is proposing a road diet for East 106th Street. CB 11's transportation committee could vote on it as soon as next month. Image: DOT

DOT is proposing a road diet for East 106th Street. CB 11′s transportation committee could vote on it as soon as next month. Image: DOT

Running between Fifth Avenue and FDR Drive, 106th Street in East Harlem should provide a key bike connection between Central Park and Randall’s Island. NYC DOT is proposing a road diet and painted bike lanes [PDF] to improve safety on the street, and Community Board 11′s transportation committee could vote on the plan soon.

At 60 feet wide, 106th Street currently has two car lanes in each direction, even though one lane each way could handle the existing traffic. The connection to the Randall’s Island bike-pedestrian bridge at 103rd Street is also tricky to navigate. This is especially important since 106th Street is the most direct connection between Central Park and Randall’s Island, due to the prevalence of large super-blocks in East Harlem.

The present design contributes to the disproportionate share of traffic violence on East 106th Street. There were two  pedestrian fatalities in separate crashes in 2005, and a cyclist was killed at the intersection with Park Avenue in 2000, according to CrashStat. It ranks in the top third of Manhattan’s most dangerous streets, according to NYC DOT.

DOT is proposing a classic four-to-three lane road diet, converting the existing four car lanes to two car lanes, bike lanes, and a center median with left-turn lanes. At Second and Third Avenues, median islands would make intersections safer for pedestrians by turning one 60-foot crossing to two 25-foot segments.

Read more…

Streetsblog USA No Comments

Why Is America Falling Farther Behind Other Nations on Street Safety?

The United States has fallen behind peer nations in reducing traffic fatalities. Image: International Traffic Safety Data and Analysis Group

The United States continues to fall farther behind peer nations in reducing traffic fatalities. Image: International Traffic Safety Data and Analysis Group

Vox, the much-anticipated Ezra Klein/Matt Yglesias reporting venture, launched earlier this week to wide fanfare, and one of the first articles explained that “traffic deaths are way, way down” in the United States.

It was exciting to see Vox show an interest in street safety, but writer Susannah Locke missed the mark with her take on the issue.

Locke called a decades-long reduction in traffic deaths to 33,561 in 2012 “a major public health victory.” What we’re talking about here is that only 11 of every 100,000 Americans were killed in traffic that year, which, she rightly points out, is a dramatic improvement compared to the 1970s, when the fatality rate was 27 per 100,000 people.

But compared to our international peers, the United States is still doing a poor job of reducing traffic deaths. Rather than hailing the decline in traffic deaths in America, we should be asking why we continue to fall behind other countries when it comes to keeping people safe on our streets.

Americans are killed by traffic at an appalling rate compared to residents of peer nations, as shown in a review of dozens of countries by the International Traffic Safety Data and Analysis Group [PDF]. In Japan, the traffic fatality rate is much lower — 4.3 deaths per 100,000 people in 2011. In Germany, the rate is 4.9 per 100,000. In Sweden, 3.4 per 100,000. And in the United Kingdom, just 3.1. If the United States had a comparable street safety record, tens of thousands of lives would be saved each year.

What’s shocking is not only that those countries have much lower rates of traffic deaths — it’s that they’ve also reduced those rates at a much more effective clip than the United States. The streets of our peer countries are becoming safer, faster.

Read more…

2 Comments

Advocates in Neighborhoods Waiting for Slow Zones Call for 20 MPH Limit


Over the weekend, advocates from Right of Way and residents in a dozen Brooklyn, Manhattan, and Queens neighborhoods installed dozens of “20 Is Plenty” signs, which urge drivers to slow down, and asked Mayor de Blasio to keep his promise to fast-track Slow Zone installations. The neighborhoods represented in yesterday’s demonstration are among those that have either had their applications for 20 mph zones rejected by DOT or are waiting up to two years for the city to implement the traffic calming program.

“These Slow Zones have massive community support,” said Keegan Stephan of Right of Way. “This is an actionable item that could be implemented immediately.”

On Saturday and Sunday, the group installed 110 custom 20 mph signs, donated by RoadTrafficSigns.com, in Fort Greene, Clinton Hill, Prospect Heights, Park Slope, Greenpoint, Astoria, Jackson Heights, Jamaica, the Upper West Side, the Lower East Side, Tribeca and the West Village.

Read more…