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 Lower East Side 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.
A new two-way bikeway is under construction to provide a connection between the Williamsburg Bridge and the East River Greenway.
The route along Clinton Street extends the existing two-way protected bike lane between Delancey and Grand an additional five blocks to South Street, where it connects to the waterfront bike path beneath the FDR Drive.
The waterfront greenway, which runs along South Street, will also be getting an upgrade: concrete barriers to protect greenway users from cars and trucks. DOT says the installation schedule for this component of the project is still being determined.Read more…
One of Manhattan’s few remaining parking craters is going to be filled in with housing and retail — all without any car storage, despite the city government’s belief that the site called for up to 500 parking spots. Call it “Parking Sanity.”
The project, called Essex Crossing, is on the Lower East Side. It replaces surface lots formerly known as the Seward Park Urban Renewal Area, or SPURA, which were cleared decades ago and formed a parking crater engulfing multiple city blocks. The development will add 1,000 apartments (including 500 subsidized units), park space, a grocery store, a public market, and other retail.
Earlier this year, the developers decided to drop parking from the project entirely, even though the city pushed for up to 500 parking spaces — above and beyond the parking maximums that would normally be allowed under the zoning code.
The city, which initiated the project before selecting the developer, saw off-street parking as an elixir to help the project go down smoothly with the neighborhood. But it was not economical to build that much parking, and the developer eventually chose to eliminate parking entirely because site limitations would have placed the garage in a problematic location.
Streetsblog and Streetfilms recently sat down with Council Member Margaret Chin, who represents the area. Chin has advocated for the city to replace parking garages with affordable housing in her district, and she thinks things will be just fine without parking in the new development. As she says, people have plenty of other options for getting around.
Construction on the first phase of the development is set to begin this summer.
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.
During the Bloomberg administration, city officials spearheading a giant Lower East Side mixed-use development larded it up with parking above and beyond what’s normally allowed in Manhattan. Now, the company in charge of building the project says it’s going to go parking-free, and is hosting a public meeting on its plan tonight. This could be a huge victory for Lower East Siders who want more housing but not more traffic and dirtier air, and it should be a lesson for the NYC Economic Development Corporation with far-reaching consequences.
The story of Essex Crossing, formerly known as the Seward Park Urban Renewal Area, or SPURA, goes back decades, but the latest chapter began a few years ago when the Bloomberg administration restarted the development process for long-dormant parcels near the foot of the Williamsburg Bridge. EDC hashed out a development proposal with neighborhood groups and Community Board 3 before securing permits from the City Planning Commission and selecting a developer to build the project.
EDC pushed for 500 parking spaces, replacing 400 surface parking spots and adding another 100 for good measure. Parking, you may have heard, is an obsession of car owners at community board meetings. To keep this constituency from going ballistic about its plans, EDC almost always proposes a net increase in the number of parking spots at its development sites, usually above what zoning requires or allows.
More parking leads to more cars clogging already-congested roads, but most community boards and elected officials eat up EDC’s parking-saturated plans in the mistaken belief that tons of off-street parking will make it easier for car owners to find free on-street spaces.
Early versions of Essex Crossing, which spans nine city blocks above the confluence of four subway lines, included a 356-space municipal garage on Ludlow Street. To keep that cheap parking intact, the project’s boundaries were redrawn in 2012 to avoid building over the garage. (Council Member Margaret Chin has since asked Mayor de Blasio to replace the garage with affordable housing.)
The nine parcels that remained in the six-acre plan included parking lots with 400 public spaces. The development’s environmental impact statement estimated that it would need a maximum of 257 spaces, and the city’s zoning code allowed no more than 345 spots. In the end, EDC got the City Planning Commission to sign off on a 500-car garage, above and beyond what zoning would normally allow for the project, which will consist of retail and commercial uses and 1,000 new housing units.
Soon after, EDC selected Delancey Street Associates LLC, a joint venture of L+M Development Partners, BFC Partners, and Taconic Investment Partners, to build the project. Earlier this month, the developer revealed that while it had permission to build a 500-space garage, the final project will be built entirely without parking, just like most of the rest of the neighborhood. To repeat, the government wanted to build 500 parking spaces, but now that the project has been handed off to the developer, the parking garages are gone.
Manhattan District Attorney Cy Vance filed a homicide charge against a driver accused of killing a pedestrian on the Lower East Side in November.
On the evening of November 24, the driver of a BMW sedan hit 57-year-old Robert Perry on the Bowery near Rivington Street, and kept driving until he hit a fire hydrant a block away, according to DNAinfo. Perry reportedly often stayed at the Bowery Mission, which is near the site of the crash.
NYPD arrested Danny Lin, 24, and charged him with homicide and leaving the scene. According to court records, criminally negligent homicide is currently the sole charge against him.
This crash appears to follow a pattern of New York City district attorneys bringing homicide charges against motorists accused of causing death through acts of especially brazen recklessness. According to crash data compiled by Streetsblog, in 2013 city DAs filed homicide charges only twice — once in Brooklyn, once in Queens — against drivers who killed pedestrians or cyclists and were not also charged for other aggravating circumstances, including driving drunk, leaving the scene, striking the victim intentionally, or fleeing police after committing another crime.
A few hours after Perry was killed, a livery cab driver fatally struck cyclist Shan Zheng at Pitt Street at E. Houston Street. Neither NYPD nor Vance filed charges against the cab driver. Vance did not bring criminal charges against the cab driver who struck and killed 9-year-old Cooper Stock as he and his father crossed the street with the right of way. These are typical outcomes for crashes that result in the death of a New York City cyclist or pedestrian.
In New York State, criminally negligent homicide is a class E felony, the least severe felony category, with sentences ranging from probation to four years imprisonment.
Danny Lin is free on $10,000 bond, court records say, and is next scheduled to appear in court in February.
Tonight’s a big night for livable streets events, with community board meetings on proposals for Greenwich Village, the Lower East Side, and Long Island City. Plus, join Streetsblog at ARTCRANK if you’re looking for some fun.
Key community board meetings tonight are:
- Manhattan Community Board 2’s transportation committee will consider a resolution requesting that DOT study complete street treatments for Seventh Avenue South, including protected bike lanes and pedestrian islands. The board has already requested similar changes to Fifth and Sixth Avenues. The effort for Seventh Avenue South grew out of a failed attempt to extend the West Village Slow Zone. The meeting starts at 6:30 p.m.
- On the East Side, Manhattan Community Board 3’s transportation committee will hear presentations on the Move NY fair tolling plan and a proposal from DOT to tweak the Clinton Street approach to the Williamsburg Bridge, which is used heavily by bicyclists coming to and from Grand Street. The Lower East Side Business Improvement District will also be presenting its proposals for streetscape improvements on Orchard Street. The meeting starts at 6:30 p.m.
- The general meeting of Queens Community Board 2 will hear a presentation from DOT on planned pedestrian safety improvements in Long Island City, covering the Hunter/Crescent Area Triangle. The plan for this area, between Queens Plaza South and 44th Drive, would convert some streets to two-way travel, enlarge pedestrian islands, and add painted curb extensions. DOT already presented an earlier version of the plan to CB 2’s transportation committee in March [PDF]. The meeting starts at 7 p.m.
Not in the mood for a community board meeting? Join Streetsblog at Brooklyn Brewery tonight for ARTCRANK, a celebration of bike culture featuring hand-made, bike-inspired posters created by New York area artists. Plus, there will be food and drink. Limited edition, signed copied of all posters will be available for sale. Admission is free and Streetsblog will be raffling off accessories from Timbuk2 and Shinola, so come show your support.
In other community board news: On Tuesday evening, Manhattan Community Board 7 voted overwhelmingly in support of the West End Avenue road diet. The plan now includes pedestrian islands at 72nd and 79th Streets, in addition to those already planned at 95th and 97th Streets, according to West Side Rag. Milling and paving on West End Avenue has already begun, and Council Member Helen Rosenthal says the new striping will be complete by the end of October.