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Posts from the Bushwick Category

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Brooklyn CB 1 Wants to Delay Metropolitan Ave Bridge Bike Lane Some More

CB 1 members cited this "extremely dangerous" left turn (red arrow) as justification for tabling DOT's proposal for bike lanes on the Metropolitan Avenue Bridge. Image: DOT

CB 1 members cited this “extremely dangerous” left turn (red arrow) as justification for tabling DOT’s plan for bike lanes on the Metropolitan Avenue Bridge. Image: DOT

On Wednesday night, Brooklyn Community Board 1 voted 18 to 8 against a DOT plan to add a bike lane connecting Bushwick and Ridgewood via the Metropolitan Avenue Bridge. Technically, the board voted against making a recommendation on the project, but after two years of deliberation already, the decision to withhold an endorsement is tantamount to opposition.

The Metropolitan Avenue Bridge is an important connection between the Williamsburg Bridge and points east, used by hundreds of cyclists each day. It’s also treacherous: Two cyclists were killed on the bridge between 2009 and 2013, according to DOT. More than half of peak-hour drivers on the bridge travel above the speed limit.

DOT’s plan would remove one westbound car lane to make room for painted bike lanes. It has been in the works since 2012. Under the plan, the buffered eastbound bike lane would extend all the way to Onderdonk Avenue, while the westbound lane would give way to sharrows on the bridge [PDF].

Despite the years of back-and-forth on the minute details of the project, the board continues to withhold its support. In an unsigned email statement to Streetsblog, CB 1 said DOT’s project “failed to address” the “extremely dangerous” left turn from westbound Metropolitan Avenue onto Varick Avenue, just east of the bridge.

The motion to table the project was made by transportation chair Vincent Gangone during his committee report, according to board member Ryan Kuonen, who said board members in favor the project were “very upset” by the move.

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A Closer Look at How the L Train Shutdown Will Disrupt Transit Trips

This diagram shows the alternate routes commuters would have to take to travel between L Train stops. Image: BRT Planning International

Without L train service in Manhattan, trips that used to be a one-seat ride between these origins (y-axis) and destinations (x-axis) will involve multiple transfers and/or long walks. Image: BRT Planning International

The 18-month shutdown of the L train between North Brooklyn and Eighth Avenue may be three years away, but officials still have to move quickly to help hundreds of thousands of L passengers get where they need to go. So far, city officials and the MTA have yet to provide much in the way of specifics.

To get a better sense of how transit service should adapt for the L shutdown, Annie Weinstock and Walter Hook of BRT Planning International analyzed how the loss of the L train west of Bedford Avenue would affect trip times if no measures are taken. Trips between Brooklyn and Manhattan that are currently a one-seat ride will become far more convoluted and inconvenient, as you can see in the top matrix.

Translated into time lost, the effect is most severe for L train riders who cannot conveniently connect to other subway lines at Myrtle/Wyckoff or Broadway Junction. You can see in the matrix below (which includes travel times between a sample of L train stations and other stations) that people by the Brooklyn stops west of Myrtle/Wyckoff are most affected.

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Myrtle-Wyckoff Plaza Gets Near-Unanimous Approval From Queens CB 5

The city held a successful one-day plaza at the location in April. Photo: David Meyer

A one-day trial plaza on Wyckoff Avenue in April went off without a hitch. Photo: David Meyer

With 29 votes in favor, none against, and one abstention, Queens Community Board 5 overwhelmingly endorsed DOT’s safety plan for the Myrtle-Wyckoff transit hub last night. The project would significantly reduce potential conflicts between turning drivers and pedestrians, mainly by creating a car-free plaza on Wyckoff Avenue between Gates and Myrtle [PDF].

Pedestrians outnumber motorists at the six-legged Myrtle-Wyckoff intersection, located at the junction of two subway lines and six bus routes, three to one, according to DOT. But it’s not safe — three people have been killed while walking there since 2009.

While the city implemented minor changes in recent years, the new turn restrictions weren’t enough. A turning bus driver struck and killed Edgar Torres in 2014 after the changes were made.

The car-free block will further simplify turning movements and give pedestrians a safer path between the Myrtle-Wyckoff subway station and the Ridgewood Bus Terminal on Palmetto Street.

In 2013, Judy Kottick lost her daughter, Ella Bandes, when a turning bus driver struck and killed her at the intersection. “It was very gratifying that Community Board 5 really considered the redesign and gave us their support,” said Kottick, who attended last night. Not one person spoke against the project during the meeting’s public comment section, she said.

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Myrtle-Wyckoff Plaza Gets Support From Queens CB 5 Transpo Committee

Reconfiguring this dangerous intersection with a car-free plaza will simplify vehicle movements and reduce the potential for turning drivers to hit pedestrians. Image: DOT

Reconfiguring this dangerous intersection with a car-free plaza will simplify vehicle movements and reduce the potential for turning drivers to hit pedestrians. Image: DOT

Last night, the Queens Community Board 5 transportation committee endorsed DOT’s safety plan for the Myrtle-Wyckoff transit hub on the border between Brooklyn and Queens, including the creation of a one-block pedestrian plaza on Wyckoff Avenue between Gates and Myrtle [PDF].

The project straddles two community board districts and was voted down by Brooklyn CB 4 last week. DOT can proceed without a vote from CB 4, however, if the agency chooses. Council Member Antonio Reynoso has said he supports the project and wants the city to take action.

The stakes for public safety are high. Three pedestrians were struck and killed at the intersection between 2009 and 2014, including Edgar Torres, who was hit while he had the right of way despite an initial round of changes to simplify vehicle movements at the site. The current project would do much more to prevent pedestrians from being struck by turning motorists.

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Antonio Reynoso: DOT Should Forge Ahead With Myrtle-Wyckoff Plaza

A one-day trial of the Myrtle-Wyckoff plaza worked wonderfully. Council Member Antonio Reynoso wants it to be permanent. Photo: David Meyer

Council Member Antonio Reynoso wants DOT to move forward with its safety plan at the busy Myrtle-Wyckoff transit hub, with or without the endorsement of the local community board.

Photo: NYC Council

Photo: NYC Council

Last Wednesday, Brooklyn Community 4 voted against DOT’s plan, which would dramatically reduce potential conflicts between drivers and pedestrians and create a car-free plaza on one block of Wyckoff Avenue between Myrtle and Gates [PDF]. The transportation committee of Queens Community Board 5, which serves the north side of the future plaza, will vote on the project this evening.

Since 2009, three pedestrians have been killed by turning drivers at the location. Minor changes implemented after Ella Bandes was struck and killed by a turning bus driver in 2013 failed to prevent the 2014 death of Edgar Torres, who was also struck by an MTA bus driver while he had the right of way.

Reynoso commended DOT’s plan, which he called “amazing,” on a phone call yesterday.

“I’ve been asking ever since I’ve been an elected official that we figure out a way to deal with this Myrtle-Wyckoff intersection and how dangerous it is,” he said. “The changes we made were progress but they didn’t stop one more person from dying.”

The community board voted against the project because it would reroute buses, according to CB 4 District Manager Nadine Whitted. But the safety improvements at the six-legged intersection won’t be possible without adjusting the routes of the B26 and Q55.

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Brooklyn CB 4 Not Sold on Myrtle-Wyckoff Safety Overhaul Despite Lives Lost

The city held a successful one-day plaza at the location in April. Photo: David Meyer

A successful one-day plaza in April also wasn’t enough to convince the community board that the streets around the Myrtle-Wyckoff transit hub need to change. Photo: David Meyer

Three people have been killed by turning drivers at the crowded Myrtle-Wyckoff transit hub since 2009, and the local community board still won’t vote for a city plan to improve pedestrian safety at the complex six-legged intersection.

Last Wednesday, Brooklyn Community Board 4 declined to endorse DOT’s plan to simplify the intersection and create a car-free plaza on one block of Wyckoff Avenue between Myrtle and Gates [PDF]. Since the project straddles the Brooklyn-Queens border, DOT will also seek a vote from Queens Community Board 5’s transportation committee tomorrow evening.

People outnumber vehicles three-to-one at the Myrtle-Wyckoff intersection, which is located at the convergence of two subway lines and six bus routes. The current configuration leads to too many conflicts between drivers and pedestrians: Three pedestrians were killed there between 2009 and 2014.

Two and a half years ago, hundreds of people gathered at the intersection to remember Ella Bandes, who was struck and killed by a bus driver in 2013, and call for safety improvements. Minor changes afterward were not enough to prevent the death of Edgar Torres, who had the right of way when he was struck and killed by a turning MTA bus driver in 2014.

Making a block of Wyckoff car-free would do what previous adjustments could not: give pedestrians safe passage between the train and the Ridgewood Bus Terminal on Palmetto Street. Turning movements would be dramatically simplified, reducing potential conflicts.

CB 4 District Manager Nadine Whitted could not provide a vote tally from Wednesday’s meeting but said only two board members sided in favor of the project. Whitted did not explain why the board rejected the project other than to say members did not like the “bus reroutes,” by which she was presumably referring to the B26, which currently utilizes the block of Wyckoff that would be pedestrianized.

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Truck Driver Kills Cyclist Leah Sylvain in Bushwick — Victim-Blaming Ensues

Joseph Cherry struck and killed 27-year-old Leah Sylvain while she biked up the Evergreen Avenue bike lane early this morning. Photo: Google Maps

Joseph Cherry struck and killed Leah Sylvain on Evergreen Avenue early this morning. Photo: Google Maps

A fuel truck driver struck and killed Leah Sylvain, 27, as she was biking on Evergreen Avenue in Bushwick this morning.

Sylvain was traveling north in the bike lane when Joseph Cherry, also traveling north, turned his truck to the left across her path, fatally injuring her. Sylvain was lying on the road with head trauma when police and EMS arrived at 6:46 a.m. She was pronounced dead at Woodhull Hospital.

Cherry, 52, was charged with misdemeanor careless driving, two moving violations for failure to yield, and another unspecified violation, according to NYPD.

While Sylvain clearly had the right of way and Cherry broke the law by failing to yield, CBS New York‘s Ilana Gold reported that Sylvain “slammed into” the truck, citing police investigators. Gold’s video segment said Sylvain was riding on the sidewalk, which subsequent NYPD reports corrected, and that witnesses said she was “distracted on her cell phone.” The video has since been taken down, and the references to sidewalk riding and the cell phone have been removed from the online text of the CBS story.

Sylvain is at least the fifth cyclist killed by a New York City driver in 2016 — and the fourth in Brooklyn.

If you’d like to voice your concerns about street safety in the area to Deputy Inspector Maximo Tolentino, the commanding officer of the 83rd Precinct, the precinct community council meets on the third Tuesday of the month at 6:30 p.m. at the precinct house, located at 480 Knickerbocker Ave.

This morning’s crash occurred in the City Council district represented by Antonio Reynoso.

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People Flock to the Myrtle-Wyckoff Plaza for a Day

A mariachi band drew a crowd at the one-day plaza. Photo: David Meyer

On Saturday, neighborhood residents got an eight-hour taste of the one-block plaza DOT has proposed near the Bushwick-Ridgewood border. Going by the turnout, a permanent plaza would be a hugely popular public space for the neighborhood.

The block of Wyckoff Avenue between Myrtle Avenue and Gates Avenue was car-free from 10 a.m. to 6 p.m. Foot traffic started slow, but by the afternoon the plaza was bustling with people. A mariachi band performed, a pop-up library had books for kids, and moveable chairs let people stop and rest.

This block abuts a major transit hub where two subway lines and six bus routes converge. In addition to serving as a public gathering place, the car-free plaza would vastly simplify vehicular turning movements, creating a safer walking environment. Thousands of people who walk by each day on their way to the Myrtle-Wyckoff subway station or the Ridgewood Bus Terminal, on nearby Palmetto Street, would benefit.

Since 2009, three pedestrians have been killed at the six-legged intersection of Wyckoff, Myrtle, and Palmetto — two by MTA bus drivers.

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A Car-Free Plaza Is the Key to DOT’s Safety Plan for Myrtle-Wyckoff

wyckoff_myrtle

Reconfiguring this dangerous intersection with a car-free plaza will simplify vehicle movements and reduce the potential for turning drivers to hit pedestrians. Image: DOT

The dangerous intersection of Myrtle Avenue and Wyckoff Avenue at the Bushwick-Ridgewood border is in line for a major DOT redesign this year. The proposal calls for pedestrianizing the block of Wyckoff between Myrtle and Gates to reduce potential motor vehicle turns at the intersection by 70 percent.

Myrtle-Wyckoff is a major transit hub, where the elevated M Train crosses paths with the underground L, and six bus routes converge at the Ridgewood Bus Terminal on Palmetto Street. Since 2009, three pedestrians have been killed at the six-legged intersection — two by MTA bus drivers. Two years ago, hundreds of people gathered there to remember Ella Bandes, who was struck and killed by a bus driver in 2013, and call for safety improvements.

In 2014, the city eliminated five of the 25 potential turns at the intersection, and last year the MTA rerouted the B26 away from the westbound turn from Wyckoff onto Palmetto. With the car-free plaza, the number of turns would fall even more dramatically — bus drivers would make five turns and drivers of personal vehicles would be limited to three turning movements.

According to DOT, three times as many pedestrians as cars pass through the block of the proposed plaza. Making it car-free would allow pedestrians to travel between the train station and bus terminal without having to cross motorized traffic lanes. The proposal also calls for demarcating the bus-only blocks by the bus terminal with red paint, and for converting Wyckoff to a one-way street south of the intersection.

On Tuesday night, about 60 people came to a public workshop hosted by DOT at International School 77 and weighed in on how they want to use the proposed plaza space.

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Less Service on the L Train? Wring More Efficiency Out of the Streets

The morning commute on the Williamsburg Bridge on November 1, 2012, when Sandy had knocked out the downtown subway network. Photo: Elizabeth Press

Gothamist dropped a bombshell earlier this week: To repair Sandy-inflicted damage to the L train tubes between Manhattan and Brooklyn, the MTA will have to suspend service through the tunnel for large chunks of time.

The repairs can get done fastest if the MTA halts service around the clock, but that would still last one to two years, according to Ben Kabak at Second Avenue Sagas. The agency can maintain some service by doing the repairs one tube at a time, but that would drag out the process to at least three years.

Either way, we’re talking about a significant hit to transit capacity that will affect hundreds of thousands of people — on peak days there are close to 300,000 trips through the tunnel.

Mayor de Blasio told reporters yesterday that this isn’t the city’s problem since the state runs the MTA. That argument makes sense in many cases, but not this one. Regardless of how the MTA conducts the repairs and adjusts service on other lines, the city will have to play a large role in planning for this shock to NYC’s transportation system.

After Sandy knocked out a huge portion of the city’s downtown subway network, the city and the MTA teamed up to repurpose streets and bridges for high-capacity bus service, including buses that took riders over the Williamsburg Bridge. Some sort of service like that will have to happen again while the L train tunnel is repaired.

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