DOCSLIB.ORG

WILLIAMSBURG BRIDGE ACCESS and CONNECTIONS Bike Network Development and Safety Improvements

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
WILLIAMSBURG BRIDGE ACCESS and CONNECTIONS Bike Network Development and Safety Improvements WILLIAMSBURG BRIDGE ACCESS AND CONNECTIONS Bike Network Development and Safety Improvements 1 Presented to Community Board 1, March 7, 2017 Williamsburg Bridge Access Improvements PRESENTATION OVERVIEW 1. Overview/context . Background City is growing Pressure on transportation Growth in Cycling Bike adds transportation mode alternative L Train Shutdown Number of jobs Neighborhood Connectivity Number of tourists Citi Bike Proposal Overview Safety . Williamsburg Bridge Approach (highlights – fatalities on Amsterdam Ave, bike lane before, after data) S 5th St, S 5th Pl, S 4th St, Borinquen Pl VZ HRBAP . Scholes St, Meserole St SA Connections S 3rd St, Scholes St, S 4th St, What we heard from community Meserole St 2. Projects . Summary 3. Process Emphasize what we’ve done What’s next Background 1 Background NYC MOBILITY Recent Travel Trends (2010-2015) +20% growth +370,000 tourists New York City residents +10% +520,000 growth in new jobs subway trips Biking provides an efficient and +80% affordable transportation option growth in daily for a growing city cycling trips New York City Mobility Report 2015. Bike Data 2010-2014 . Other Data 2010-2015 Background GROWTH IN CYCLING – Williamsburg Bridge East River Bridges Percent Growth: 2011-2016 +25% Brooklyn Bridge +22% Manhattan Bridge 83% increase in bike commuting +13% Williamsburg Bridge 83% increase in bike commuting in in Brooklyn 2010-2015 +21% Queensboro Bridge Brooklyn 2010-2015 +19% All East River Bridges An average of 7,580 cyclists used the Williamsburg Bridge every day in 2016 - an increase of 13% compared to 5 years ago Background GROWTH IN CYCLING – L Train Shutdown Substantial increase in bike Approximate Bike Travel Times to Manhattan from L Train Stations, via the Williamsburg Bridge ridership on Williamsburg Bridge expected with closure of L line Delancey St at Bedford Ave Clinton St 13 min (2.1 mi) Graham Ave • During Hurricane Sandy, bike 16 min (2.6 mi) volumes on Manhattan Bridge increased 200-300% • During the 2005 transit strike, bike volumes on the East River bridges more than Morgan Ave quadrupled 21 min (3.1 mi) Myrtle-Wyckoff Biking will provide a convenient 28 min (4.6 mi) alternative to transit for regular L train riders 6 Background NEIGHBORHOOD CONNECTIVITY East River Bridges Williamsburg Bridge structure, elevated Percent Growth: 2011-2016 Brooklyn-Queens Expressway and their +25% Brooklyn Bridge associated ramps divide neighborhoods +22% Manhattan Bridge +13% Williamsburg Bridge +21% Queensboro Bridge +19% All East River Bridges Background PROPOSAL OVERVIEW Kosciuszko Bridge Path Meeker Ave Future Projects Metropolitan Ave Grand St Connection to In Development Ridgewood Installed 2016 Morgan Ave Future Project . Williamsburg Bridge Access Knickerbocker Ave Bike Access and Pedestrian Safety Improvements on S 4th St, Irving Ave Borinquen Pl, S 5th Pl, and S 5th St Bushwick Network Installed 2016 . Scholes St / Meserole St Connections New Bike Lanes on S 3rd St, Scholes St, S 4th St, and Meserole St Williamsburg Bridge Access 2 Williamsburg Bridge Approach PROPOSED IMPROVEMENTS Intersection Safety Eastbound Bike Connection 1 Improvements at S 4th Pl, 3 on Borinquen Pl Median Havemeyer St and Borinquen Pl Parking Protected Bike Lane Two-way Protected Bike Lane 4 on S 5th St 2 on S 5th Pl and S 4th St 4 2 1 3 Williamsburg Bridge Approach Challenging intersection disconnects neighborhoods Intersection Safety • No pedestrian crossings at S 4th St and bridge entrance th 1 Improvements at S 4 St, • No direct connection for bikes from Williamsburg Bridge Havemeyer St and Borinquen Pl to Borinquen Pl/Grand St • Double parking in existing bike lane • Difficult to cross Borinquen Pl due to heavy right turn EXISTING CONDITIONS Williamsburg Bridge Approach Intersection Safety 1 Improvements at S 4th St, Havemeyer St and Borinquen Pl EXISTING CONDITIONS Neighborhood Access for Pedestrians • Challenging intersection at S 4th St, Havemeyer St, Borinquen Pl • No crossing at vehicular entrance to the bridge • Difficult crossing Borinquen Pl due to heavy right turn • Long Term Illegal Parking Along Median • Disrupts neighborhood continuity, impairing ped & bike movements Bike Route From Bridge • No eastbound connection on S 4th St to Borinquen Pl/Grand St s • Cyclists contra flow on S 4th St and bike down busy Borinquen Pl • Uncontrolled crossing at S 3rd St Williamsburg Bridge Approach Intersection Safety New signalized crossings at S 4th St and bridge entrance 1 Improvements at S 4th St, and signal timing changes at Havemeyer St create seamless pedestrian and bike connection through intersection Havemeyer St and Borinquen Pl • New concrete pedestrian island, expanded refuge island and median PROPOSED IMPROVEMENTS • Double right turn from Havemeyer St to Borinquen Pl on separate phase from pedestrian crossing • Requires loss of 4 parking spaces during the PM peak, Monday to Friday, 2-7pm. Bridge Path Williamsburg Bridge Approach Existing routes to bridge challenging, indirect Two-way Protected Bike Lane • Route to bridge requires challenging left turn from S 4th St 2 on S 5th Pl and S 4th St to S 5th Pl and uses shared sidewalk on S 5th Pl resulting in • high bike volumes that conflict with pedestrians EXISTING CONDITIONS • high incidence of contraflow biking • No eastbound connection on S 4th St to Borinquen Pl/ Grand St, indirect route via Roebling St and S 3rd St S 4th St Bridge Path Williamsburg Bridge Approach Two-way protected path creates safe, direct connection Two-way Protected Bike Lane to/from bridge, accommodates high bike volumes 2 on S 5th Pl and S 4th St • Parking protected on S 5th Pl • Jersey barrier protected / parking protected on S 4th St PROPOSED IMPROVEMENTS • Reduces turning conflicts and bike-pedestrian conflicts • Improved signal timing at S 4th St and Roebling St • Requires loss of 2 parking spaces and left turn on S 4th St 20th Ave, Queens Bridge Path Williamsburg Bridge Approach Eastbound Bike Connection Existing route on S 3rd St is indirect and has an 3 on Borinquen Pl Median uncontrolled crossing at Borinquen Pl • Indirect route leads to contraflow biking • Proposed two-way protected bike lane on S 4th St would end at Havemeyer St and Borinquen Pl • Illegal parking along median disrupts neighborhood EXISTING CONDITIONS continuity, impairs pedestrian and bike movements Neighborhood Access for Pedestrians • Challenging intersection at S 4th St, Havemeyer St, Borinquen Pl • No crossing at vehicular entrance to the bridge • Difficult crossing Borinquen Pl due to heavy right turn • Long Term Illegal Parking Along Median • Disrupts neighborhood continuity, impairing ped & bike movements Bike Route From Bridge • No eastbound connection on S 4th St to Borinquen Pl/Grand St s • Cyclists contra flow on S 4th St and bike down busy Borinquen Pl • Uncontrolled crossing at S 3rd St Williamsburg Bridge Approach Eastbound Bike Connection New eastbound bike path along Borinquen Pl median th 3 on Borinquen Pl Median creates safe, direct connection from bridge and S 4 St to Borinquen Pl/Grand St • Eliminates illegal parking along median • Opportunity to reimagine public space PROPOSED IMPROVEMENTS Bridge Path Williamsburg Bridge Approach 3 Potential for DOT Art on Borinquen Pl Median Williamsburg Bridge Approach Neighborhood Access for Parking Protected Bike Lane Parking protected bike lane creates stronger western Pedestrians connection to and from bridge path th th • Challenging intersection at S 4 St, 4 on S 5 St • Parking protected eastbound lane connects Berry St to Havemeyer St, Borinquen Pl • No crossing at vehicular entrance to bridge path the bridge • Parking protected two-way path connects bridge path • Difficult crossing Borinquen Pl due to to Driggs St heavy right turn • Requires the loss of 3 parking spaces • Long Term Illegal Parking Along Median • Disrupts neighborhood continuity, Buffered Bike Lane impairing ped & bike movements • Unprotected connection from Kent Ave, Wythe Ave, Berry St • Desired connection to Driggs Ave Berry St to Driggs Ave Driggs Ave to S 5th Pl EXISTING CONDITIONS EXISTING CONDITIONS Install Parking Protected Bicycle Lanes + Direct, Contra Flow Connection to Driggs Ave • Upgrade existing buffered bike lane • Narrower moving lanes calm traffic • Desired connection to Driggs Ave PROPOSED IMPROVEMENTS PROPOSED IMPROVEMENTS Safety improvements require loss of 11 parking spaces Scholes St, Meserole St Connections 3 . Grand St Corridor Upgrades Intersection Safety Improvements at S 4th Pl, Havemeyer St and Borinquen Pl Scholes St, Meserole St Connections PROPOSED IMPROVEMENTS Eastbound Bike Lane on Westbound Bike Lane on 1 S 3rd St and Scholes St 2 Meserole St and S 4th St 1 2 Grand St – Borinquen Pl to Morgan Ave S 3rd St Scholes St, Meserole St Connections Eastbound Bike Lane on Bike lanes create new connection from bridge to East Williamsburg and Bushwick rd 1 S 3 St and Scholes St • Organize roadway, calm traffic • Provide dedicated space for cyclists • No impact on capacity or parking Borinquen Pl to Leonard St Bushwick Ave to Morgan Ave Leonard St to Bushwick Ave EXISTING CONDITIONS EXISTING CONDITIONS Install bike lanes to create new connection from Williamsburg Bridge to East Williamsburg and Bushwick • Organizes roadway, with predictable Install bike lanes to create new movements connection from Williamsburg Bridge • Standard width travel to East Williamsburg and Bushwick • Provides dedicated space for cyclists • Organizes roadway, calms traffic • Provides dedicated space for cyclists PROPOSED IMPROVEMENTS PROPOSED
Load more

Recommended publications
  • WASHINGTON BRIDGE, Over the Harlem River from West 18Lst Street, Borough of Manhattan, to University Avenue, Borough of the Bronx
    Landmarks Preservation Commission September 14, 1982, Designation List 159 LP-1222 WASHINGTON BRIDGE, over the Harlem River from West 18lst Street, Borough of Manhattan, to University Avenue, Borough of the Bronx. Built 1886-89; com­ petition designs by Charles C. Schneider and Wilhelm Hildenbrand modified by Union Bridge Company, William J. McAlpine, Theodore Cooper, and DeLemos & Cordes; chief engineer William R. Hutton; consulting architect Edward H. Kendall. Landmark Site: Manhattan Tax Map Block 2106, Lot 1 in part; Block 2149, Lot 525 in part, consisting of those parts of these ldta upon which the structure and approaches of the bridge rest. The Bronx Tax Map Block 2538, Lot 32 in part; Block 2880, Lots 1 & 250 both in part; Block 2884, Lots 2, 5 & 9 all in part, con­ sisting of those parts of these lots upon which the structure and approaches of the bridge rest. Boundaries: The Washington Bridge Landmark is encompassed by a line running southward parallel with the eastern curb line of Amsterdam Avenue; a line running eastward which is the extension of the southern curb line of West 181st Street to the point where it crosses Undercliff Avenue; a line running northward parallel with the eastern curb line of Undercliff Avenue; a line running westward from Undercliff Avenue which intersects with the extension of the northern curb lin~ of West 181st Street, to_t~~ point of beginning. On November 18, 1980, the Landmarks Preservation Commission held a public hearing on the proposed designation as a Landmark of the Washington Bridge and the pro­ posed designation of the related Landmark Site (Item No 8.).
    [Show full text]
  • Chapter 3: Description of Construction Methods and Activities A. INTRODUCTION
    Chapter 3: Description of Construction Methods and Activities A. INTRODUCTION This chapter describes the construction process for the Second Avenue Subway. Potential envi- ronmental impacts that could result from its construction, as well as mitigation measures to lessen their effects, are discussed in subsequent technical chapters. A preliminary sequencing plan for the proposed construction activities is also identified, although this plan could still change as engineering evolves and depending on the availability of funding. At this time, design of the Second Avenue Subway is still ongoing, and will continue to evolve over the next year. Consequently, this Final Environmental Impact Statement (FEIS) assesses the range of construction methods and activities that may be required, using a reasonable worst case approach throughout to describe potential impacts. In other words, where a variety of construction techniques could reasonably be used to build a particular project element, the method that would result in the worst overall impacts is the one that has been selected for analysis. The Second Avenue Subway would consist largely of twin tunnels with outside diameters of up to 23½ feet. (The tunnels described in the SDEIS would have had outside diameters of 21 feet.) Each tunnel would be approximately 8.5 miles long, running from East Harlem to Lower Manhattan. Sixteen new stations, numerous fan plants and ventilation cooling facilities, pumping stations, electrical power substations, new train storage yards, and various other elements would also be built. As described later in this chapter, where possible, construction would take place underground to minimize disruptions at the surface. Between approximately 92nd and 4th Streets (instead of 6th Street as described in the SDEIS), and again from Maiden Lane south, where Manhattan’s hard bedrock is relatively close to the surface, tunnels and stations would mostly be constructed underground in the rock, by one of several mining techniques.
    [Show full text]
  • Between Jamaica, Queens, and Williamsburg Bridge Plaza, Brooklyn
    Bus Timetable Effective as of September 1, 2019 New York City Transit Q54 Local Service a Between Jamaica, Queens, and Williamsburg Bridge Plaza, Brooklyn If you think your bus operator deserves an Apple Award — our special recognition for service, courtesy and professionalism — call 511 and give us the badge or bus number. Fares – MetroCard® is accepted for all MTA New York City trains (including Staten Island Railway - SIR), and, local, Limited-Stop and +SelectBusService buses (at MetroCard fare collection machines). Express buses only accept 7-Day Express Bus Plus MetroCard or Pay-Per-Ride MetroCard. All of our buses and +SelectBusService Coin Fare Collector machines accept exact fare in coins. Dollar bills, pennies, and half-dollar coins are not accepted. Free Transfers – Unlimited Ride MetroCard permits free transfers to all but our express buses (between subway and local bus, local bus and local bus etc.) Pay-Per-Ride MetroCard allows one free transfer of equal or lesser value if you complete your transfer within two hours of the time you pay your full fare with the same MetroCard. If you pay your local bus fare with coins, ask for a free electronic paper transfer to use on another local bus. Reduced-Fare Benefits – You are eligible for reduced-fare benefits if you are at least 65 years of age or have a qualifying disability. Benefits are available (except on peak-hour express buses) with proper identification, including Reduced-Fare MetroCard or Medicare card (Medicaid cards do not qualify). Children – The subway, SIR, local, Limited-Stop, and +SelectBusService buses permit up to three children, 44 inches tall and under to ride free when accompanied by an adult paying full fare.
    [Show full text]
  • Lower Manhattan
    WASHINGTON STREET IS 131/ CANAL STREETCanal Street M1 bus Chinatown M103 bus M YMCA M NQRW (weekday extension) HESTER STREET M20 bus Canal St Canal to W 147 St via to E 125 St via 103 20 Post Office 3 & Lexington Avs VESTRY STREET to W 63 St/Bway via Street 5 & Madison Avs 7 & 8 Avs VARICK STREET B= YORK ST AVENUE OF THE AMERICAS 6 only6 Canal Street Firehouse ACE LISPENARD STREET Canal Street D= LAIGHT STREET HOLLAND AT&T Building Chinatown JMZ CANAL STREET TUNNEL Most Precious EXIT Health Clinic Blood Church COLLISTER STREET CANAL STREET WEST STREET Beach NY Chinese B BEACH STStreet Baptist Church 51 Park WALKER STREET St Barbara Eldridge St Manhattan Express Bus Service Chinese Greek Orthodox Synagogue HUDSON STREET ®0= Merchants’ Fifth Police Church Precinct FORSYTH STREET 94 Association MOTT STREET First N œ0= to Lower Manhattan ERICSSON PolicePL Chinese BOWERY Confucius M Precinct ∑0= 140 Community Plaza Center 22 WHITE ST M HUBERT STREET M9 bus to M PIKE STREET X Grand Central Terminal to Chinatown84 Eastern States CHURCH STREET Buddhist Temple Union Square 9 15 BEACH STREET Franklin Civic of America 25 Furnace Center NY Chinatown M15 bus NORTH MOORE STREET WEST BROADWAY World Financial Center Synagogue BAXTER STREET Transfiguration Franklin Archive BROADWAY NY City Senior Center Kindergarten to E 126 St FINN Civil & BAYARD STREET Asian Arts School FRANKLIN PL Municipal via 1 & 2 Avs SQUARE STREET CENTRE Center X Street Courthouse Upper East Side to FRANKLIN STREET CORTLANDT ALLEY 1 Buddhist Temple PS 124 90 Criminal Kuan Yin World
    [Show full text]
  • Q54 Local Service
    Bus Timetable Effective as of April 28, 2019 New York City Transit Q54 Local Service a Between Jamaica, Queens, and Williamsburg Bridge Plaza, Brooklyn If you think your bus operator deserves an Apple Award — our special recognition for service, courtesy and professionalism — call 511 and give us the badge or bus number. Fares – MetroCard® is accepted for all MTA New York City trains (including Staten Island Railway - SIR), and, local, Limited-Stop and +SelectBusService buses (at MetroCard fare collection machines). Express buses only accept 7-Day Express Bus Plus MetroCard or Pay-Per-Ride MetroCard. All of our buses and +SelectBusService Coin Fare Collector machines accept exact fare in coins. Dollar bills, pennies, and half-dollar coins are not accepted. Free Transfers – Unlimited Ride MetroCard permits free transfers to all but our express buses (between subway and local bus, local bus and local bus etc.) Pay-Per-Ride MetroCard allows one free transfer of equal or lesser value if you complete your transfer within two hours of the time you pay your full fare with the same MetroCard. If you pay your local bus fare with coins, ask for a free electronic paper transfer to use on another local bus. Reduced-Fare Benefits – You are eligible for reduced-fare benefits if you are at least 65 years of age or have a qualifying disability. Benefits are available (except on peak-hour express buses) with proper identification, including Reduced-Fare MetroCard or Medicare card (Medicaid cards do not qualify). Children – The subway, SIR, local, Limited-Stop, and +SelectBusService buses permit up to three children, 44 inches tall and under to ride free when accompanied by an adult paying full fare.
    [Show full text]
  • 250 South Street ARTIST’S RENDERING
    250 south street ARTIST’S RENDERING THE BUILDING THE LOWER EAST SIDE THE NEIGHBORHOOD The section of the Lower East Side situated 250 between the Manhattan and Williamsburg Bridges 80 1020 150 72 6 5.5MM SF of existing offices space in a .25 mile STORY GLASS TOWER RESIDENCES & RENTALS BARS GALLERIES MUSEUMS radius with an additional 1.5MM sf under construction 3,866 total units coming to market south 50,000 residents in a .5 mile radius 100K 45K 91 107 15 25,000 employees work in a .5 mile radius SQUARE FEET SQUARE FEET ZAGAT COFFEE SHOPS SPECIALTY F train entrance at corner of Rutgers and Madison OF SERVICES OF PRIVATE RATED FOOD Streets, two blocks away from the building, with an street & AMENITIES OUTDOOR GARDENS RESTAURANTS MARKETS annual ridership of 4,752,739 ARTIST’S RENDERING RETAIL A RETAIL C RETAIL B RETAIL A RETAIL C RETAIL B RETAIL A OVERALL GROUND FLOOR PLAN OVERALL LOWER LEVEL FLOOR PLAN CHERRY STREET SERVICE RETAIL A RETAIL A CORRIDOR RETAIL B PIKE SLIP RETAIL B SERVICE RETAIL C CORRIDOR LOADING DOCK SOUTH STREET FLOOR PLANS - RETAIL SPACE A CHERRY STREET 115’ - 2 1/2” RETAIL A RETAIL A 78’ - 4 1/4” PIKE SLIP 36’ - 8 1/2” GROUND FLOOR LOWER LEVEL 8,029 SF 7,091 SF 21’-7” Ceilings 15’-3” Ceilings Approximately 220’ of wraparound frontage FLOOR PLANS - RETAIL SPACE B CHERRY STREET 43’ - 3 3/4” 24’ - 0” 9’ - 11 1/2” 8’ - 4” RETAIL B RETAIL B GROUND FLOOR LOWER LEVEL 14,068 SF 10,554 SF 21’-4” Ceilings 15’-9” Ceilings Approximately 80’ of frontage on Cherry Street Venting Permitted FLOOR PLANS - RETAIL SPACE C 23’ - 8 1/4” RETAIL C 29’ - 8 1/2” PIKE SLIP GROUND FLOOR 565 SF 21’-1” Ceilings Approximately 53’-4 3/4” of wraparound frontage/exposure Ground to Ceiling Glass Exterior AROUND THE NEIGHBORHOOD IN THE PRESENT LOOKING INTO THE FUTURE WATERFRONT RENAISSANCE SOUTH STREET SEAPORT WATERFRONT RENAISSANCE ESSEX CROSSING SOUTH STREET SEAPORT THE LOWLINE Actively programmed open spaces including parks, Unprecedented 1.9 Million Square Foot LES Revitalization of Manhattan’s Historic Seaport.
    [Show full text]
  • History and Aesthetics in Suspension Bridges
    History and Aesthetics in Suspension Bridges 1 6-01 john a roebling_150dpi.jpg Today we trace the evolution of steel bridge design from its first American innovator, JA Roebling up through 1930’s New York In the 30’s in New York, despite hard economic times, many huge structures were erected 2 6-02 empire state building_150dpi.jpg The Empire State Building, tallest in the world About which more later 3 6-03 george washington bridge_150dpi.jpg The GW Bridge, longest suspension span by a factor of two, and 4 6-04 bayonne bridge_150dpi.jpg The Bayonne Bridge, longest arch span in the world, barely surpassing the Sydney Harbor Bridge 5 6-05 othmar ammann_150dpi.jpg These last two were both designed by Othmar H. Ammann, the greatest bridge artist to use steel as his material Ammann was born in Bern, graduated 1902 from ETH and 1904 to USA. Worked from 1912-23 for Lindenthal He would study under Karl Ritter protégé of Carl Cullmann The Swiss were uniquely able to mediate the scientific rigor of the germans with the design elegance of the French 6 6-06 hell gate and triborough bridges_150dpi.jpg The story of Ammann and the GWB begins with Gustav Lindenthal, the dean of American bridge engineers Ammann had cut his teeth as design assistant to Gustav Lindenthal at the Hellgate Bridge The last great bridge of the railroad bridges. From here on the great bridges would carry road traffic rather than trains Here we see two bridges, Hellgate and Triborough, on which Ammann would work, but not express his aesthetic vision 7 6-08 gustav lindenthal_150dpi.jpg Hellgate designer Lindnethal Born in Brunn in Austria, now Brno in the Czech Republic Designed a bridge at Pittsburgh, a lenticular truss to replace Roebling’s Smithfield St.
    [Show full text]
  • FY 2022 EXECUTIVE BUDGET CITYWIDE SAVINGS PROGRAM—5 YEAR VALUE (City $ in 000’S)
    The City of New York Executive Budget Fiscal Year 2022 Bill de Blasio, Mayor Mayor's Office of Management and Budget Jacques Jiha, Ph.D., Director Message of the Mayor The City of New York Executive Budget Fiscal Year 2022 Bill de Blasio, Mayor Mayor’s Office of Management and Budget Jacques Jiha, Ph.D., Director April 26, 2021 Message of the Mayor Contents BUDGET AND FINANCIAL PLAN SUMMARY Budget and Financial Plan Overview .......................................................................... 3 State and Federal Agenda ........................................................................................................... 4 Sandy Recovery .......................................................................................................................... 6 Contract Budget .......................................................................................................................... 9 Community Board Participation in the Budget Process ............................................................ 10 Economic Outlook .................................................................................................. 11 Tax Revenue .......................................................................................................... 27 Miscellaneous Receipts ............................................................................................ 52 Capital Budget ........................................................................................................ 58 Financing Program .................................................................................................
    [Show full text]
  • D. Rail Transit
    Chapter 9: Transportation (Rail Transit) D. RAIL TRANSIT EXISTING CONDITIONS The subway lines in the study area are shown in Figures 9D-1 through 9D-5. As shown, most of the lines either serve only portions of the study area in the north-south direction or serve the study area in an east-west direction. Only one line, the Lexington Avenue line, serves the entire study area in the north-south direction. More importantly, subway service on the East Side of Manhattan is concentrated on Lexington Avenue and west of Allen Street, while most of the population on the East Side is concentrated east of Third Avenue. As a result, a large portion of the study area population is underserved by the current subway service. The following sections describe the study area's primary, secondary, and other subway service. SERVICE PROVIDED Primary Subway Service The Lexington Avenue line (Nos. 4, 5, and 6 routes) is the only rapid transit service that traverses the entire length of the East Side of Manhattan in the north-south direction. Within Manhattan, southbound service on the Nos. 4, 5 and 6 routes begins at 125th Street (fed from points in the Bronx). Local service on the southbound No. 6 route ends at the Brooklyn Bridge station and the last express stop within Manhattan on the Nos. 4 and 5 routes is at the Bowling Green station (service continues into Brooklyn). Nine of the 23 stations on the Lexington Avenue line within Manhattan are express stops. Five of these express stations also provide transfer opportunities to the other subway lines within the study area.
    [Show full text]
  • The Backbone of the Metropolis How the Development of Rapid Transit Determined the Becoming of the New York City Metropolis
    The Backbone of the Metropolis How the development of rapid transit determined the becoming of the New York City Metropolis. History Thesis By: Pieter Schreurs Student number: 1090526 Email: [email protected] Telephone: 31(0)6-21256096 Tutor: Prof.Dr. Franziska Bollerey Date: July 2008 Cover image: “The Subway”, by George Tooker 1950, Egg tempera on composition board, Collection of Whitney Museum of American Art Source: “Subway City; Riding the trains, reading New York”; Brooks, 1997 The Backbone of the Metropolis How the development of rapid transit determined the becoming of the New York City Metropolis. History Thesis By: Pieter Schreurs Student number: 1090526 Email: [email protected] Telephone: 31(0)6-21256096 Tutor: Prof.Dr. Franziska Bollerey Date: July 2008 Image 1: The Network of Parkways. In the 1920s and 30s Robert Moses developed and intricate network of park ways around New York City. These were designed for the Joy of driving. Source: “The Power Broker”; Caro, 1975 4 Introduction Grade separated urban rapid transit and the metropolis: knowledge of what is in between this location and the previous one. users underground and re-emerge them to completely different parts of the city, without According to James Crawford, “…Transport technology has always affected both the growth and form of cities, and each new transport mode has left its stamp on urban form. When a New York, New York: new model is adopted, existing urban areas are forced into new uses and ever new forms and new development is arranged in accordance with the demands and capabilities of the In researching the development of rapid transit systems in relation to the development new mode...“ (Crawford, 2000, p.
    [Show full text]
  • The Case of the Second Avenue Subway Performing Organization: the City College of New York, CUNY
    front cover page.ai 1 8/20/2014 9:55:30 AM University Transportation Research Center - Region 2 Final Report The Politics of Large Infrastructure Investment Decision-Making: The Case of the Second Avenue Subway Performing Organization: The City College of New York, CUNY November 2013 Sponsor: University Transportation Research Center - Region 2 University Transportation Research Center - Region 2 UTRC-RF Project No: 49111-16-23 The Region 2 University Transportation Research Center (UTRC) is one of ten original University Transportation Centers established in 1987 by the U.S. Congress. These Centers were established Project Date: November 2013 with the recognition that transportation plays a key role in the nation's economy and the quality of life of its citizens. University faculty members provide a critical link in resolving our national and regional transportation problems while training the professionals who address our transpor- Project Title: The Politics of Large Infrastructure Invest- tation systems and their customers on a daily basis. ment Decision-Making: The Case of the Second Avenue Subway The UTRC was established in order to support research, education and the transfer of technology in the ield of transportation. The theme of the Center is "Planning and Managing Regional Project’s Website: Transportation Systems in a Changing World." Presently, under the direction of Dr. Camille Kamga, http://www.utrc2.org/research/projects/transportation- the UTRC represents USDOT Region II, including New York, New Jersey, Puerto Rico and the U.S. Virgin Islands. Functioning as a consortium of twelve major Universities throughout the region, mega-project-case-ny-2nd-ave-subway UTRC is located at the CUNY Institute for Transportation Systems at The City College of New York, the lead institution of the consortium.
    [Show full text]
  • BQE in Context: Report from AIANY BQE Task Force | July 2019 1 BQE in Context: Report from AIANY BQE Task Force
    BQE in Context: Report from AIANY BQE Task Force | July 2019 1 BQE in Context: Report from AIANY BQE Task Force Introduction................................................................................................................................... 2 Background of BQE Project....................................................................................................... 3 AIANY Workshop I – BQE Planning Goals............................................................................ 4 AIANY Workshop II – Evaluation of BQE Options............................................................... 5 Workshop Takeaways.................................................................................................................. 6 Appendix: AIANY Workshop II Summaries Sub-group A: Atlantic Avenue / Carroll Gardens / Cobble Hill................................ 10 Sub-group B: Brooklyn Heights / Promenade.............................................................. 15 Sub-group C: DUMBO / Bridge Ramps......................................................................... 17 Sub-group D: Larger City / Region / BQE Corridor................................................... 19 BQE Report Credits...................................................................................................................... 26 Early in 2019, members of the American Institute of Architects New York Chapter's (AIANY) Planning & Urban Design and Transportation & Infrastructure committees formed an ad hoc task force to examine issues and opportunities
    [Show full text]