City of Manhattan Voting Precincts
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Bowery - Houston - Bleecker Transportation Study (Congestion Analysis)
Bowery - Houston - Bleecker Transportation Study (Congestion Analysis) Technical Memorandum No. 1 - Existing Conditions P.I.N. PTDT11D00.H07 DRAFT December 2011 Bowery – Houston - Bleecker Transportation Study Technical Memorandum No. 1 Existing Conditions PTDT11D00.H07 The preparation of this report has been financed in part through funds from the U.S. Department of Transportation, Federal Highway Administration (FTA) through the New York State Department of transportation and the New York Metropolitan Transportation Council. This document is disseminated by the New York City of transportation in the interest of information exchange. It reflects the views of the New York City Department of Transportation (NYCDOT) which is responsible for the facts and the accuracy of the data presented. The report does not necessarily reflect any official views or policies of the Federal Transit Administration, the federal Highway Administration or the State of New York. This report does not constitute a standard, specification or regulation. Prepared by: New York City Department of Transportation Janette Sadik-Khan, Commissioner Lori Ardito, First Deputy Commissioner Gerard Soffian, Deputy Commissioner Ryan Russo, Assistant Commissioner Margaret Forgione, Manhattan Borough Commissioner Naim Rasheed, Project Director Michael Griffith, Deputy Project Director Harvey LaReau, Project Manager Hilary Gietz, Principal Administrative Assistant Joe Li, City Planner Ali Jafri, Highway Transportation Specialist Milorad Ubiparip, Highway Transportation Specialist Eva Marin, Highway Transportation Specialist Table of Contents S.0 EXECUTIVE SUMMARY S.1 Introduction S.2 Demographics S.3 Zoning and Land Use S.4 Traffic and Transportation S.5 Public Transportation S.6 Parking S.7 Pedestrians and Bicycles S.8 Accidents/Safety S.9 Goods Movements S.10 Public Participation 1. -
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 -
October 5, 2016 Veronique Hakim President, New York City Transit
UNITED STATES HOUSE THE NEW YORK THE NEW YORK THE COUNCIL OF THE OF REPRESENTATIVES STATE SENATE STATE ASSEMBLY CITY OF NEW YORK October 5, 2016 Veronique Hakim President, New York City Transit Metropolitan Transportation Authority 2 Broadway New York, NY 1004 Dear President Hakim, Please restore the M15 Select Bus Service at 72nd Street. The M15 Limited stopped at 72nd Street until it was phased out in favor of M15 Select Bus Service. With high bus-dependent populations, infrequent local service, crosstown bus service, hospitals, community support and opening of the Second Avenue Subway with a station at 72nd Street, now is the perfect opportunity to increase ridership by restoring M15 Select Bus Service at 72nd Street. 72nd Street Only Location Omitted from Select Bus Service When Select Bus Service was introduced to First and Second Avenues on the M15 route, Select Bus Stations replaced Limited Service stops in every location above Houston Street other than East 72nd Street. Since October 2010, residents living in the East 72nd Street area, for example at 73rd off York Avenue, now must choose between walking three avenues and six blocks, more than half a mile, to a Select Bus Service bus station at 67th or 79th Streets and Second Avenue, versus half that distance to 72nd Street. Walking more than half a mile in both directions is simply too far for many residents. High Concentration of Seniors and Children Need Select Bus Service at 72nd Street The neighborhood that would be served by a Select Bus Service station at 72nd Street includes Census Tracts in Manhattan number 124, 126, 132, and 134 spanning from 69th to 79th between 3rd Avenue and the East River with a population of 44,756, one of the highest near any Select Bus station: 8,679 or 32.7% of households include children (under 18) or seniors (65 and over) who may rely on bus service due to age: o 3,326 or 12.5% of households have children under 18 years-old. -
Improving Bus Service in New York a Thesis Presented to The
View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Columbia University Academic Commons Improving Bus Service in New York A Thesis Presented to the Faculty of Architecture and Planning COLUMBIA UNIVERSITY In Partial Fulfillment Of the requirements for the Degree Master of Science in Urban Planning By Charles Romanow May 2018 Abstract New York City’s transportation system is in a state of disarray. City street are clogged with taxi’s and for-hire vehicles, subway platforms are packed with straphangers waiting for delayed trains and buses barely travel faster than pedestrians. The bureaucracy of City and State government in the region causes piecemeal improvements which do not keep up with the state of disrepair. Bus service is particularly poor, moving at rates incomparable with the rest of the country. New York has recently made successful efforts at improving bus speeds, but only so much can be done amidst a city of gridlock. Bus systems around the world faced similar challenges and successfully implemented improvements. A toolbox of near-immediate and long- term options are at New York’s disposal dealing directly with bus service as well indirect causes of poor bus service. The failing subway system has prompted public discussion concerning bus service. A significant cause of poor service in New York is congestion. A number of measures are capable of improving congestion and consequently, bus service. Due to the city’s limited capacity at implementing short-term solutions, the most highly problematic routes should receive priority. Routes with slow speeds, high rates of bunching and high ridership are concentrated in Manhattan and Downtown Brooklyn which also cater to the most subway riders. -
Between Bellevue Hospital Center and Battery Park City
Bus Timetable Effective as of September 2, 2018 New York City Transit M9 Local Service a Between Bellevue Hospital Center and Battery Park City 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. -
The Medieval English Borough
THE MEDIEVAL ENGLISH BOROUGH STUDIES ON ITS ORIGINS AND CONSTITUTIONAL HISTORY BY JAMES TAIT, D.LITT., LITT.D., F.B.A. Honorary Professor of the University MANCHESTER UNIVERSITY PRESS 0 1936 MANCHESTER UNIVERSITY PRESS Published by the University of Manchester at THEUNIVERSITY PRESS 3 16-324 Oxford Road, Manchester 13 PREFACE its sub-title indicates, this book makes no claim to be the long overdue history of the English borough in the Middle Ages. Just over a hundred years ago Mr. Serjeant Mere- wether and Mr. Stephens had The History of the Boroughs Municipal Corporations of the United Kingdom, in three volumes, ready to celebrate the sweeping away of the medieval system by the Municipal Corporation Act of 1835. It was hardly to be expected, however, that this feat of bookmaking, good as it was for its time, would prove definitive. It may seem more surprising that the centenary of that great change finds the gap still unfilled. For half a century Merewether and Stephens' work, sharing, as it did, the current exaggera- tion of early "democracy" in England, stood in the way. Such revision as was attempted followed a false trail and it was not until, in the last decade or so of the century, the researches of Gross, Maitland, Mary Bateson and others threw a fiood of new light upon early urban development in this country, that a fair prospect of a more adequate history of the English borough came in sight. Unfortunately, these hopes were indefinitely deferred by the early death of nearly all the leaders in these investigations. -
723-14 M34 M34a Sbs M&S Layout 1
Bus Timetable Effective as of August 31, 2014 M34/ M34A Via 34 St M34 – between Javits Convention Center and Eastside Ferry Terminal M34A – between Waterside Plaza and Port Authority Bus Terminal 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. -
Zoning Text Amendment (ZR Sections 74-743 and 74-744) 3
UDAAP PROJECT SUMMARY Site BLOCK LOT ADDRESS Site 1 409 56 236 Broome Street Site 2 352 1 80 Essex Street Site 2 352 28 85 Norfolk Street Site 3 346 40 (p/o) 135-147 Delancey Street Site 4 346 40 (p/o) 153-163 Delancey Street Site 5 346 40 (p/o) 394-406 Grand Street Site 6 347 71 178 Broome Street Site 8 354 1 140 Essex Street Site 9 353 44 116 Delancey Street Site 10 354 12 121 Stanton Street 1. Land Use: Publicly-accessible open space, roads, and community facilities. Residential uses - Sites 1 – 10: up to 1,069,867 zoning floor area (zfa) - 900 units; LSGD (Sites 1 – 6) - 800 units. 50% market rate units. 50% affordable units: 10% middle income (approximately 131-165% AMI), 10% moderate income (approximately 60-130% AMI), 20% low income, 10% senior housing. Sufficient residential square footage will be set aside and reserved for residential use in order to develop 900 units. Commercial development: up to 755,468 zfa. If a fee ownership or leasehold interest in a portion of Site 2 (Block 352, Lots 1 and 28) is reacquired by the City for the purpose of the Essex Street Market, the use of said interest pursuant to a second disposition of that portion of Site 2 will be restricted solely to market uses and ancillary uses such as eating establishments. The disposition of Site 9 (Block 353, Lot 44) will be subject to the express covenant and condition that, until a new facility for the Essex Street Market has been developed and is available for use as a market, Site 9 will continue to be restricted to market uses. -
New York City Campus by SUBWAY BY
New York City Campus 1 Pace Plaza New York, NY 10038 (212) 346-1200 Automated Telephone Directions: (212) 346-1133 Opposite City Hall Park in lower Manhattan The New York City campus, located in the heart of the civic and financial center of the city, is impressive not only in its physical attributes, but as an intellectual and cultural focal point for one of New York City's most dynamic and revitalized areas. The interaction between campus and community serves to benefit both. At Pace's Midtown Center, graduate and undergraduate courses are offered in day and evening sessions. Those who work or live in midtown Manhattan have found that this facility offers them flexibility and convenience. BY SUBWAY Trains running in lower Manhattan are currently affected by service changes. For up-to-date scheduling and maps, please visit www.mta.nyc.ny.us West Side IRT -- From uptown and the Bronx: take the Seventh Avenue Express (#1 or # 2 train) to Park Place. Exit subway and walk across City Hall Park to the campus. From Brooklyn -- use the Seventh Avenue Express (#1 or #2 train) to Park Place. Walk across City Hall Park to campus. East Side IRT -- Use the Lexington Avenue Express (#4 or #5 train) or Local (#6 train) to the Brooklyn Bridge/City Hall Station. Take exit marked City Hall to the street and walk across to the University; or walk through underpass to exit marked Frankfort Street and exit to the north sidewalk of the University building. Independent -- Use the Eighth Avenue Express (A train) or Local (C train) to Broadway / Nassau Street Station. -
Appendix-D Methodology of Standardised Acceptance Rates
Appendix D: Methodology of standardised acceptance rates calculation and administrative area geography and Registry population groups in England & Wales Chapter 4, on the incidence of new patients, includes Greater London is subdivided into the London an analysis of standardised acceptance rates in Eng- Boroughs and the City of London. land & Wales for areas covered by the Registry. The methodology is described below. This methodology is also used in Chapter 5 for analysis of prevalent Unitary Authorities patients. Table D.1: Unitary Authorities Code UA name Patients 00EB Hartlepool 00EC Middlesbrough All new cases accepted onto RRT in each year 00EE Redcar and Cleveland recorded by the Registry were included. Each 00EF Stockton-on-Tees patient’s postcode was matched to a 2001 Census 00EH Darlington output area. In 2003 there were only 14 patients 00ET Halton with postcodes that had no match; there was no 00EU Warrington obvious clustering by renal unit. 00EX Blackburn with Darwen 00EY Blackpool Geography: Unitary 00FA Kingston upon Hull, City of Authorities, Counties and other 00FB East Riding of Yorkshire 00FC North East Lincolnshire areas 00FD North Lincolnshire 00FF York In contrast to 2002 contiguous ‘county’ areas were 00FK Derby not derived by merging Unitary Authorities (UAs) 00FN Leicester with a bordering county. For example, Southampton 00FP Rutland UA and Portsmouth UA were kept separate from 00FY Nottingham Hampshire county. The final areas used were Metro- 00GA Herefordshire, County of politan counties, Greater London districts, Welsh 00GF Telford and Wrekin areas, Shire counties and Unitary Authorities – these 00GL Stoke-on-Trent different types of area were called ‘Local Authority 00KF Southend-on-Sea (LA) areas’. -
English Hundred-Names
l LUNDS UNIVERSITETS ARSSKRIFT. N. F. Avd. 1. Bd 30. Nr 1. ,~ ,j .11 . i ~ .l i THE jl; ENGLISH HUNDRED-NAMES BY oL 0 f S. AND ER SON , LUND PHINTED BY HAKAN DHLSSON I 934 The English Hundred-Names xvn It does not fall within the scope of the present study to enter on the details of the theories advanced; there are points that are still controversial, and some aspects of the question may repay further study. It is hoped that the etymological investigation of the hundred-names undertaken in the following pages will, Introduction. when completed, furnish a starting-point for the discussion of some of the problems connected with the origin of the hundred. 1. Scope and Aim. Terminology Discussed. The following chapters will be devoted to the discussion of some The local divisions known as hundreds though now practi aspects of the system as actually in existence, which have some cally obsolete played an important part in judicial administration bearing on the questions discussed in the etymological part, and in the Middle Ages. The hundredal system as a wbole is first to some general remarks on hundred-names and the like as shown in detail in Domesday - with the exception of some embodied in the material now collected. counties and smaller areas -- but is known to have existed about THE HUNDRED. a hundred and fifty years earlier. The hundred is mentioned in the laws of Edmund (940-6),' but no earlier evidence for its The hundred, it is generally admitted, is in theory at least a existence has been found. -
Anglo – Saxon Society
ABSTRACT This booklet will enable you to revise the key aspects of Paper 2 Anglo – Saxon England, some of which you may remember from year 9. After you have completed this booklet, there will be some more to revise Anglo – Saxon England before we move onto Norman England from 1066. Ms Marsh ANGLO – SAXON SOCIETY GCSE History Paper 2 How did Anglo – Saxon kings demonstrate their power? L.O: Explain key features of Anglo – Saxon kings 1. Which last Anglo – Saxon king ruled between 1042 - 1066? 2. Which people were the biggest threat to the Anglo – Saxons? 3. Who was at the top of Anglo – Saxon society? (Answers at the end of the booklet) Recap! The social hierarchy of Anglo – Saxon England meant that there were clear roles for everyone in society. The hierarchy was based on servitude – this meant that everyone had to do some sort of role to support the country. The king was the ultimate source of authority. This meant that all his decisions were final, partly due to the belief that God had chosen the king so any challenge to the king would be seen as a challenge to God. We call this belief anointed by God. Even though there were earldoms that were extremely powerful (see map below), most earls relied on the king to grant them their power and then maintain this power. Ultimately, the king could reduce the power of his earls or completely remove them. Edward the Confessor tried to do this in 1051, when he felt Earl Godwin had become too powerful – even though it ultimately failed, as Earl Godwin was allowed to regain his earldom, it demonstrates to us the huge power of the king.