The agency said it would study bike lane upgrades for Chrystie, but gave no timetable. That was in March. Apparently, someone got tired of waiting and set up orange cones on one long block in the beginning of October to keep the bike lane clear. That was all it took to provide a little more security for people biking northbound on Chrystie, and in this short Streetfilm, Clarence makes the case for some simple changes to permanently improve safety on one of the city’s most important bike routes.
Posts from the Chinatown Category
— Transformation Dept. (@NYC_DOTr) October 7, 2015
Bike commuters on Chrystie Street found a pleasant surprise this morning. The street’s northbound bike lane, a busy connector from the Manhattan Bridge that’s usually a favorite of illegally-parked drivers, had received an upgrade: Someone added orange traffic cones, decorated with the occasional sunflower, to keep cars out of the bike lane.
Earlier this year, DOT agreed to study upgrades to the Chrystie Street bike lanes after Community Board 3 and a united front of local elected officials asked for fixes. CB 3 is still waiting for DOT to come back with a plan.
This morning’s pop-up protected bike lane was the work of the “Transformation Dept.” Photos were first posted under the @NYC_DOTr handle on Twitter. The project, covering two blocks between Grand and Delancey streets, had a budget of $516 to purchase 25 cones and about a dozen flowers. It took four people less than 20 minutes to install, said a Transformation Dept. representative who asked to remain anonymous.
NYPD’s Fifth Precinct doesn’t have a great reputation for safety-focused traffic enforcement. Known for ticketing cyclists at T-intersections and at the base of the Manhattan Bridge, the precinct has relied on questionable math to back up its disproportionate focus on bike enforcement. Seeking to bridge the divide, a group of about 10 people went for a bike ride with precinct officers yesterday.
“It began with a Twitter spat,” said Doug Gordon, who tweets as @BrooklynSpoke and regularly rides through the Fifth Precinct on his way to and from the Manhattan Bridge.
After a motorist killed a pedestrian nearby, Gordon got the attention of Sergeant Kakit Yip, who monitors the precinct’s Twitter account in addition to being its traffic safety officer.
Gordon and a group including representatives from Transportation Alternatives met with Yip at the precinct late last month for more than an hour. “It was pretty impressive. It was really nice that he gave that much time to us,” Gordon said. “Sergeant Yip was very open, very willing to listen.”
“He gave us a lot of clarifications on things,” said Hilda Cohen, who frequently rides in the precinct. For example, Yip said that red light stings are usually done by the Citywide Traffic Task Force, not the precinct.
“It was really quite positive,” Cohen said. “I came out of the whole meeting feeling like this is what we want to have happen. We really want to have this communication.”
On Friday afternoon, a dump truck driver with a suspended license struck and killed 83-year-old Ka Chor Yau, who was crossing a deadly intersection at the base of the Manhattan Bridge in Chinatown. The same intersection is due to receive pedestrian safety improvements this summer.
The driver, 24-year-old Maykel Felix-Tejada of Paterson, New Jersey, was arrested for aggravated unlicensed operation, the standard charge for driving without a valid license. He was not charged for any crimes related to Yau’s death. Police said Yau was outside the crosswalk and did not have the right of way.
A bill to toughen penalties for unlicensed drivers who injure or kill passed the State Senate earlier this year but did not clear the Assembly. Under the bill, these drivers would face felony charges for vehicular assault or vehicular homicide.
The intersection where Yau was killed is slated to receive upgrades that would make it safer for pedestrians to cross near the mouth of the Manhattan Bridge. The plan to add a crosswalk, traffic signal, and curb extensions has received the support of Manhattan Community Board 3, and DOT says implementation is slated to begin in early August, with completion in October.
Council Member Margaret Chin, who represents the area, has regularly spoken out about pedestrian deaths on Canal Street. Her bill requiring DOT to study bicycle and pedestrian safety along truck routes, including Canal Street, was signed by Mayor Bill de Blasio last month.
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.
New York City’s placard class — the elite few who park wherever they want, without consequence — obviously includes police and other public servants. But don’t forget the press.
This afternoon, two press SUVs, including one from WABC-TV, were parked on the sidewalk at the corner of Centre and Leonard in Lower Manhattan. The area, filled with courthouses and government offices, is rife with placard abuse from public employees and the press. The WABC SUV had press plates and, of course, there was no parking ticket on its windshield.
The corner where WABC parked its SUV used to be a marked crosswalk, with a slice left unpainted to squeeze in another (dubiously legal) parking spot. The corner was next to a surface parking lot.
In 2012, adjacent Collect Pond Park was completely reconstructed and expanded to replace the parking lot with green space. The project included new sidewalks and curb extensions, but even concrete appears to be no match for the “professional courtesy” that extends to all members of the placard class.
People bicycling east on Grand Street hit this bike lane blockage yesterday afternoon, the first spring-like day of the year, thanks to television drama “The Blacklist.” The crew used the green lane as a staging area for its film shoot, compelling cyclists to detour into the car lane and moving traffic.
“Typically we keep bike lanes clear,” said a locations department employee at Woodridge Productions, which managed the one-day shoot. “I know that bike lanes are a touchy thing for the city.” (Messages for the location manager listed at yesterday’s shoot have not been returned.)
Film shoots get permits from the Mayor’s Office of Media and Entertainment. “Locations departments and Parking PAs should be sensitive to neighborhood needs,” the agency tells production companies on its website. “Do not park production vehicles in bike lanes, bus stops, driveways, at fire hydrants, loading docks or in front of active theater marquees.”
Asked about the permit for “The Blacklist,” the office indicated that it may have given the film crew permission to set up camp in the crosstown bike route. “Generally, film permits prohibit productions from blocking access to pedestrian [zones], green spaces and bike lanes,” the office said in a statement. Yesterday’s shoot, however, was permitted for Grand Street between Mulberry and Broome Streets, using the traffic lane and a curb lane. In this case, the curb lane is the bike lane; the general traffic lane was unobstructed when Streetsblog’s Ben Fried walked by the shoot at about 4 p.m.
A week after Manhattan Community Board 3 unanimously approved a resolution asking for a protected bike lane and pedestrian islands on Chrystie Street, elected officials representing the area — from the city, state, and federal levels — sent a letter to DOT Manhattan Borough Commissioner Margaret Forgione asking her to follow through [PDF].
The letter is signed by Congresswoman Nydia Velazquez, State Senator Daniel Squadron, Assembly Member Sheldon Silver, Borough President Gale Brewer, and Council Member Margaret Chin. (The only elected officials representing the area who aren’t included are the state’s two U.S. Senators and the mayor himself.)
“We believe it is important to take into account the concerns of the local community board when it speaks so strongly,” they write. “We ask DOT to study this area quickly, work closely with the community on any next steps, and keep our offices informed.”
DOT says it will examine whether changes requested for Chrystie Street, such as a two-way protected bike lane, are feasible. The agency does not yet have a timetable for the study.
In a unanimous 35-0 vote last night, Manhattan Community Board 3, which covers Chinatown and the Lower East Side, asked DOT to study a two-way protected bikeway for Chrystie Street, an important link to the Manhattan Bridge bike path.
The vote follows months of dialogue between bike advocates and community groups, and comes on the heels of a unanimous vote supporting the plan by the CB 3 transportation committee earlier this month.
The plan, which would replace faded bike lanes with a protected bikeway alongside Sara D. Roosevelt Park, is receiving consideration now because the bumpy street is scheduled for milling and paving, offering an opportunity to refresh its layout. “We are looking to resurface the road this year, so we will come back to the community once a design is put together,” DOT Manhattan Liaison Colleen Chattergoon said at the transportation committee meeting.
“The community board has spoken,” said State Senator Daniel Squadron spokesperson Danny Weisfeld, “and it’s important for the DOT to follow up on the request.”
The community board covering the Lower East Side and Chinatown is set to ask DOT to transform the Chrystie Street bike lane from barely visible stripes blocked by double-parked cars into a two-way protected bikeway along Sara D. Roosevelt Park, connecting the Manhattan Bridge with the Second Avenue protected bike lane.
The transportation committee of Manhattan Community Board 3 voted unanimously Wednesday night to ask for the upgrades on the recommendation of Dave “Paco” Abraham and other Transportation Alternatives volunteers, who presented the idea last month [PDF]. The request is moving ahead now because Chrystie Street is scheduled for milling and paving this year, providing an opportunity to redesign the street.
DOT staff at Wednesday’s meeting welcomed the resolution. “We are looking to resurface the road this year, so we will come back to the community once a design is put together,” DOT Manhattan Liaison Colleen Chattergoon said.
At the southern end of Chrystie Street, the city is planning to rebuild the Manhattan Bridge bike path landing to include a pedestrian-friendly plaza space next to the bikeway. At Chrystie’s northern end, advocates hope a two-way bikeway on the east side of the street can eliminate the need for southbound cyclists on Second Avenue to maneuver across multiple lanes of car traffic in order to continue southbound.
Between Canal and Houston, the two-way bikeway would only cross automobile traffic at Grand and Delancey Streets, since other cross streets in the neighborhood form “T” intersections and do not continue through the park. The two-way bikeway alignment could also create opportunities for pedestrian islands on the crowded street.
The redesign request is supported by the Sara D. Roosevelt Park Coalition. Kathleen Webster, the group’s president, asked the committee to make sure the resolution noted the senior centers, schools, elderly population, and high pedestrian volumes in the area, including a senior center within the park itself. CB 3 District Manager Susan Stetzer asked the committee to request that DOT conduct community visioning sessions to inform the final design. Both requests were added to the resolution.
The resolution now goes to the full board, which meets on February 24 at 6:30 p.m. at P.S. 124, 40 Division Street.