CB 3 Supports DOT’s Manhattan Bridge Proposal


On Tuesday, Community Board 3 unanimously approved a resolution in support of DOT’s plans for improved Manhattan Bridge access, including bike lanes on Chrystie Street.

Though members of the board’s transportation committee (along with Streetsbloggers) advocated for protected lanes, these recommendations were not included in the resolution, the full text of which appears after the jump.

WHEREAS, DOT plans to install a complete network of bike routes and
pedestrian safety measures on streets around the Manhattan Bridge.

The project goal is safer and more comfortable streets for all street
users. Design objectives include:

1) Creating dedicated cycling space on direct and convenient routes to
and from the Manhattan Bridge.

2) Improving safety for all street users, particularly senior pedestrians.

3) Traffic calming for all street users.

4) Maintaining vehicular access and traffic flow by preserving current
vehicle capacity; and

WHEREAS, The project would install dedicated bicycle lanes in both
directions on Chrystie St between Canal St and E Houston St and on
East Broadway between Chatham Sq and Grand St; and

WHEREAS, Between 2001-2006, there were 864 crashes on the 7 blocks of
Chrystie St, of which 116 involved pedestrians (4 fatalities) and 26
involved cyclists (1 fatality); and

WHEREAS, The project would install 2 pedestrian refuge islands and 7
left-turn bays on Chrystie St between Canal St and Rivington St. The
north-bound roadway between Rivington St and E Houston St would be
narrowed to one through lane; and

WHEREAS, The project would remove 52 parking spaces along the east
side of Chrystie St between Grand St and Stanton St. These are the
parking presently adjacent to the wall of Sara D Roosevelt Park, which primarily serve daytime customers (all 52 of these parking spaces have
middle-of-the-night street cleaning signage and 19 have 2-hour metered
parking between 9am-7pm); now therefore

BE IT RESOLVED, that Community Board 3-Manhattan supports the
Manhattan Bridge Bicycle Access Network, which includes bike lanes and
street configuration changes on Chrystie St, Canal St and East
Broadway as described above; and

BE IT FURTHER RESOLVED, that CB3 asks DOT to prepare the public and
other agencies for these changes by:

1) Producing a fact sheet in English, Spanish and Chinese to
distribute to residents and businesses in the area. The situation

with parking spaces should be explained, and businesses will need to
understand traffic regulations regarding bike lanes.

2) DOT should work with NYPD so they understand the new regulations
and street geometry.

  • mike

    Fantastic! Too bad they didn’t ask for the protected lane though.

  • The language doesn’t necessarily preclude protected lanes, does it?

    A few questions/comments:

    1. At the meeting, was the entrance/exit on the bridge discussed? The current setup is asinine.

    2. If traffic-calming is a goal, the motor vehicle lanes should be reduced to 10 feet or even 9 feet.

    3. The parking lanes don’t need to be 8 feet — why not 7?

    4. The bike lanes should be wider than 5 feet — maybe 6 feet. This makes a huge difference; in Copenhagen, the bike lanes are about 6-7 feet wide (they vary), and you really feel the difference.

    5. If protected bike lanes are still in the cards on this stretch of road, I hope they don’t over-design them. All that’s needed is a curb, something like what’s used at the end of spaces in some parking lots. Also, ENFORCEMENT.

    6. What was the overall tone of the meeting? How else did it go?

  • bureaucrat

    Nick, some thoughts:
    3: They probably need to be 8 feet because there is commercial loading activity, not just typical passenger car parking.

    4: Agree. But remember that the buffers essentially add 3 feet to the lanes, so they may as well be 8′.

  • Car Free Nation

    It’s too bad they don’t have a protected lane. If it’s anything like Adams street on the other side, the bike lane will be blocked by cars anyway…

    Why doesn’t the police do any enforcement on Adams Street, anyway?

  • Josh

    So, hypothetically, once this is done, if I’m riding East across town on Bleecker Street and get to the end at Bowery, how do I get from Bleecker and Bowery to the Manhattan Bridge?

    (For that matter, what’s the best way to do that now? I usually ride straight down Bowery but that can’t really be the best way, can it?)

  • I apologize for using the word “asinine” to describe current bridge entrance/exit (the separated bike lane on Canal between Forsyth and Chrystie) in my previous post. It wasn’t fair to pass judgment without knowing all the factors that had to be considered in the design process, and it was rude to use that language.

    “Bureaucrat” pointed out that the parking lanes are probably 8 ft. wide to accommodate trucks. That’s a good point. RE: my point #4, will there be a buffer? So many bike lanes just have two stripes of paint that are 5 ft. from each other.

  • Josh

    Don’t apologize. It’s asinine.

  • Josh

    (The entrance/exit setup is asinine, I mean, not the apology.)

  • Ha! Thanks, but still, I don’t like using that kind of language.

  • Josh: Continue on Bleecker east to 2nd Avenue. Take 2nd Avenue south. It becomes Chrystie Street (soon to get a bike lane) and feeds into the bridge entrance. Voila!

  • Sorry, by “continue on Bleecker” I meant, of course, continue on E. 2nd Street.

  • Josh

    OH! THAT’S why the Bleecker bike lane is striped to go across the Bowery through the middle of the intersection. That’s really simple, I’m not sure why I never figured it out before.

  • Geck

    I do hope DOT considers a Tillary Street type two way lane on the East side of Chrystie separated from traffic by a barrier. That would still allow two lanes of car/truck traffic in each direction, parking on the West side and a real bike lane that won’t merely become more unenforced paint on the street.


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