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Posts from the Lower East Side Category

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Eyes on the Street: Beginnings of the Chrystie Street Protected Bike Lane

It's not quite finished, by people are already making use of Chrystie Street's new protected bike lane. Photo: David Meyer

It’s not quite finished, but you can ride in the new, safer Chrystie Street bike lane. Photos: David Meyer

DOT has finished work on concrete pedestrian islands along Chrystie Street and has moved on to striping and painting the new two-way protected bike lane between the Manhattan Bridge and Houston Street. The project looks mostly complete, though there are some sections without green paint and not all the markings are down yet.

The Chrystie Street parking-protected bike lane replaces painted bike lanes that were constantly obstructed by illegally parked vehicles. The project also includes concrete pedestrian refuges at East 2nd Street, Rivington Street, and Stanton Street [PDF].

Markings delineating the buffer between the bike lane and the parking lane or moving traffic now extend for the entire length of the project, except for a short stretch just south of Houston Street, which is currently separated by jersey barriers. Jersey barriers slated for the southern end of the project, by the Manhattan Bridge, are not in yet. Also incomplete are changes to the Second Avenue bike lane between 2nd Street and Houston Street, which is supposed to be realigned along the eastern curb to better line up with the new position of the Chrystie Street bike lane.

DOT crews were out at work last week, but thermoplast can’t adhere properly when temperatures drop below 50 degrees, so we’ll need to hit a warm spell for work to completely wrap up.

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Eyes on the Street: Making Room for the Chrystie Street Protected Bike Lane

chrystie_island

DOT moved this concrete pedestrian island a few feet over to make room for a two-way protected bike lane along the east side of Chrystie Street. Photo: David Meyer

Before DOT can stripe a two-way protected bike lane on Chrystie Street, it has to relocate three pedestrian islands to make room for the bikeway. Work on those islands — at Canal, Broome, and Delancey streets — appears to be mostly complete.

The protected bike lane along the eastern curb of Chrystie will replace today’s un-protected painted lanes, which leave cyclists to mix it up with heavy traffic, including lots of trucks and buses [PDF]. It should significantly improve conditions on Chrystie, which thousands of people use to bike to and from the Manhattan Bridge each day.

The existing pedestrian islands along the route have to be shifted over about five feet to accommodate the two-way bikeway.

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MTA Bus Driver Kills Anna Colon, 73, on the Lower East Side

An MTA bus driver struck and killed Anna Colon on East Houston Street this morning. The white arrow indicates the direction the victim was walking and the red arrow indicates the approximate path of the driver. Image: Google Maps

An MTA bus driver struck and killed Anna Colon on East Houston Street this morning. The white arrow indicates the direction the victim was walking and the red arrow indicates the approximate path of the driver. Image: Google Maps

An MTA bus driver killed a senior on the Lower East Side this morning.

Anna Colon, 73, was crossing East Houston Street north to south at around 9:50 a.m. when the driver, who was also southbound, hit her while turning left from Avenue D onto East Houston, according to NYPD.

“[The light] was about to turn red when she was crossing the street,” a witness told the Daily News. “The bus was turning and it ran her over. The bus dragged her body for a few feet.”

Anna Colon. Photo via DNAinfo

Anna Colon. Photo via DNAinfo

Colon died at the scene. The NYPD public information office had no details on who had the right of way. A police spokesperson said the investigation was ongoing.

East Houston at Avenue D is a wide two-way street with concrete medians in the crosswalks. Drivers injured 15 people walking at the intersection between 2009 and 2015, and had injured one other person there this year as of August, according to city crash data.

Another witness told the News that speeding, inattentive bus drivers are a hazard in the area.

“I feel afraid every time I cross that corner. I hold my breath and keep an eye out for a bus,” said local resident Rosalind Collazo. “The buses go fast and don’t stop. It’s not the buses, the cars go fast too. They do U-turns when they are not supposed to.”

Today’s crash was the first pedestrian fatality caused by an MTA bus driver in 2016, according to crash data compiled by Streetsblog.

The Amalgamated Transit Union says wide A pillars and poorly-designed mirrors on U.S. buses impede driver vision. The ATU has called for a design fix to reduce the number of pedestrians struck by bus drivers.

Anna Colon was killed in the 9th Precinct, where officers ticket an average of one motorist a day for failing to yield, and in the City Council district represented by Rosie Mendez.

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Manhattan DA Vance Wins Manslaughter Conviction for High-Speed LES Crash

Update: Danny Lin was sentenced to one and two-thirds to five years in prison. The sentence was “half of what prosecutors had argued for,” the Daily News reported.

Manhattan District Attorney Cy Vance won a jury trial conviction for manslaughter in the case of a speeding motorist who killed a man walking on the Lower East Side in November of 2014.

Danny Lin was traveling at 55 mph when he hit Robert Perry on the Bowery. Photo via Bowery Boogie

Robert Perry was walking on the Bowery when Danny Lin struck him at 55 mph. Photo via Bowery Boogie

Danny Lin, 25, was driving a BMW at 55 miles per hour on the Bowery when he hit 57-year-old Robert Perry as Perry crossed the Bowery near Rivington Street, “sending the victim’s body into the air before landing more than 140 feet away,” according to Vance’s office.

Lin kept driving until he crashed into a fire hydrant a block away, narrowly avoiding several pedestrians, Vance’s office said.

Perry, who sometimes stayed at the nearby Bowery Mission, died at the hospital less than an hour after the collision.

Vance and NYPD initially charged Lin with homicide and leaving the scene. In 2015, Vance upgraded the top charge from homicide, a class E felony, to manslaughter, a class C felony. By the time the trial started, the homicide and leaving the scene charges had been dropped, according to court records, and manslaughter was the sole charge against Lin.

Manhattan DA Cy Vance successfully prosecuted Lin for manslaughter.

Manhattan DA Cy Vance successfully prosecuted Lin for manslaughter.

That Vance pursued a manslaughter charge and secured a conviction at trial in this case is noteworthy. It is uncommon for New York City district attorneys to charge drivers who kill people with manslaughter, unless the driver is impaired, fleeing police, killed the victim intentionally, or is also charged with leaving the scene. Persuading a jury to convict a sober driver for causing a death is no easy feat, even after a hit-and-run crash. According to data collected by Streetsblog, only a few times in recent years has a sober New York City driver received a manslaughter charge after being arrested at or near the scene of a fatal crash.

Said Vance in a statement:

This case serves as an unfortunate reminder of the risks associated with reckless driving and speeding. Danny Lin was fully aware of those risks as he hurtled down the Bowery at more than double the speed limit and took an innocent man’s life. He endangered the lives of pedestrians and drivers alike as he continued barreling down the street — with no regard for our laws or the safety of his fellow New Yorkers — before eventually crashing into a hydrant on a congested sidewalk, narrowly missing several bystanders. Because of the defendant’s recklessness and disregard for human life, my Office has fought to hold him accountable and will seek significant penalties for his criminal conduct.

A manslaughter conviction carries penalties ranging from probation to 15 years in prison. Lin is scheduled to be sentenced in September.

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After Unanimous CB 3 Vote, Chrystie Street Protected Lane Scheduled for Fall

DOT’s rendering of the two-way protected bike lane slated for Chrystie Street in the fall.

This two-way protected bike lane is coming to Chrystie Street in the fall. Rendering: NYC DOT

DOT’s plan for a two-way protected bike lane on Chrystie Street [PDF] got a unanimous vote of support from Manhattan Community Board 3 last night. The project is scheduled for implementation in the fall.

The project will place a two-way bike lane protected by parked cars and concrete barriers on the east side of Chrystie from Canal Street to Houston Street, improving connections between the Manhattan Bridge and protected lanes on First and Second avenues. It promises to be a major upgrade over Chrystie Street’s painted lanes, which are frequently blocked by cars, trucks, and buses. Last year, 16 cyclists and 14 pedestrians were injured on Chrystie Street.

The redesign concept was originally presented at the beginning of 2015 by Transportation Alternatives volunteer Dave “Paco” Abraham. It attracted support from CB 3 and almost every elected official who represents the area.

In addition to the Chrystie Street redesign, DOT plans to install a protected bike lane on Jay Street on the Brooklyn side of the Manhattan Bridge in the fall.

Image: DOT

A typical section in the Chrystie Street redesign. Image: DOT

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No-Drama CB 3 Transpo Committee Votes for Chrystie Street Protected Lane

The city plans to install a two-way protected bike lane on Chrystie Street in the fall. Image: DOT

DOT’s rendering of the two-way protected bike lane slated for Chrystie Street in the fall.

Last night, Manhattan Community Board 3’s transportation committee unanimously approved DOT’s plan to install a two-way protected bike lane on Chrystie Street [PDF]. The bike lane would run on the east side of Chrystie between Canal and Houston.

Chrystie is an essential connector for the thousands of people who bike over the Manhattan Bridge every day. It’s also completely overrun by double-parked vehicles and gets a lot of truck and bus traffic that makes it stressful to bike on. Last year, 16 cyclists were injured in crashes within the project area.

Last night’s unanimous vote and accompanying DOT presentation took all of 20 minutes, Transportation Alternatives volunteer Brandon Chamberlin told Streetsblog. The committee gave the proposal a conditional thumbs up in March, asking that DOT hold a public forum on the project in coordination with the Sara D Roosevelt Park Coalition. The forum happened on April 12.

Chamberlin said he and one other attendee spoke in favor of the plan. No one spoke against it. “It seems to have been much ado about nothing,” he said of the two-month delay.

The full board will take up the project at its monthly meeting on May 24. DOT has previously indicated the the project would be implemented in the fall.

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DOT Unveils Plan for a Two-Way Protected Bike Lane on Chrystie Street

DOT plans to install "Jersey barriers" to protecting cyclists turning from Canal Street onto Chrystie Street. The existing design uses sharrows to guide cyclists on Chrystie Street at that location. Image: DOT

The Chrystie Street redesign would place concrete barriers between the bike lane and motor vehicle traffic flying off the Manhattan Bridge. Image: DOT

DOT unveiled its plan for a two-way protected bike lane on Chrystie Street last night [PDF], a project that promises to drastically improve safety and reduce stress for people biking to and from the Manhattan Bridge.

Chrystie Street is one of the most important bike routes in the city. On average, more than 6,200 cyclists ride over the Manhattan Bridge each day from April through October, according to DOT, and Chrystie Street is the key connection between the bridge and the First and Second Avenue protected bike lanes. Last July, DOT counted nearly 3,000 daily cyclists riding on Chrystie Street between 7 a.m. and 9 p.m.

DOT painted bike lanes on both sides of Chrystie in 2008, but it’s a treacherous ride: Cyclists are often forced to weave in and out of car traffic to avoid illegally parked vehicles. Last year, 16 cyclists and 14 pedestrians were injured within the project area.

Volunteers with Transportation Alternatives have pushed for a redesign of Chrystie for more than a year. In 2015, a design concept for a protected bike lane by Dave “Paco” Abraham won the support of Manhattan Community Board 3 and nearly every elected official who represents the area.

DOT presented its plan for Chrystie to the CB 3 transportation committee last night. It calls for a two-way protected bike lane along Sara D. Roosevelt Park from Canal Street to Houston Street. The two-way path will have a three-foot buffer, and the combined travel lanes for bikes will vary between eight feet and nine feet wide, depending on the total width of the street. To align with the new Chrystie bikeway, the southbound bike lane on Second Avenue will be shifted over to the east side of the street for the two blocks between 2nd Street and Houston.

Including the buffer, the bikeway will vary between 11 and 12 feet wide, depending on the width of the street. Image: DOT

Including the buffer, the bikeway will vary between 11 and 12 feet wide, depending on the width of the street. Image: DOT

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Take a Look at DOT’s Chrystie Street Bike Lane Design

Cyclists traveling to and from Brooklyn via the Manhattan Bridge will soon have a protected bike connection on Chrystie Street. Image: Gothamist/DOT

People biking to and from the Manhattan Bridge will soon have a safer connection on Chrystie Street. Image: NYC DOT

DOT will show its highly-anticipated plan for a protected bike lane on Chrystie Street between Canal Street and 2nd Street to Manhattan Community Board 3 tomorrow, and Gothamist has posted renderings from the presentation.

Chrystie Street is an essential bike connection to and from the Manhattan Bridge, but it can be a hair-raising ride full of dodging and weaving around double-parked vehicles.

Image: Gothamist/DOT

Image: DOT

DOT’s design calls for a two-way parking-protected bike lane on the east side of Chrystie, with a three-foot buffer and nine feet for the bike path itself. It looks very similar to the design pushed last year by street safety advocates. Take a look:

At Canal Street, where motorists come off the bridge onto Chrystie, cyclists would be protected by concrete barriers. Between Rivington and Grand, where the road is narrower, the bike lane will be separated by flexible bollards, not a parking lane. The design of the intersection with Houston Street, where the southbound Second Avenue bike lane feeds into Chrystie Street, is still in development, according to Gothamist.

Gothamist also reports that DOT will soon propose a protected southbound bike lane on Jay Street from the Manhattan Bridge path to Schermerhorn Street.

Tomorrow’s CB 3 meeting starts at 6:30 p.m.

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Streetfilms Shorties: Fix the Dysfunctional Chrystie Street Bike Lane

Back in February, Manhattan Community Board 3 asked DOT to study a protected bike lane for Chrystie Street. Head over there during any rush hour and it’s easy to see why: There are tons of people biking to and from the Manhattan Bridge, but the painted bike lanes on Chrystie are constantly blocked by double-parked cars and buses. Even when you’re not weaving in and out of motor vehicle traffic, you have to keep your eyes peeled for illegal U-turns and drivers crossing the southbound bike lane as they exit garages.

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.

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Eyes on the Street: A Flower-Protected Chrystie Street Bike Lane

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.

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