New York City Street Design Manual Is the Culmination of the Greater Attention and Creativity Our Administration Is Bringing to Its Streetscape

Home , Christopher Street, Curb cut, Drumgoole Plaza, Mulry Square, Permeable paving

Street Design Manual

New York City Department of Transportation

2009

ISBN–13: 978–0–615–29096–6 ISBN–10: 0–615–29096–5 1. REFERENCE/General. 2. TRANSPORTATION/General.

Printed in the United States by Vanguard Direct. Printed on Roland Recycled stock: Forest Stewardship Council (FSC) certifi ed, 30% post-consumer and FSC mixed paper, manufactured using biogas energy and certifi ed EcoLogo. Tabs printed on Wausau Paper Royal Complements: 30% post-consumer recycled fi ber, Green Seal® certifi ed.

Set with Galaxie Polaris.

All photos are courtesy of New York City Department of Transportation unless otherwise noted.

The most current version of the Manual is available for download at www.nyc.gov/streetdesignmanual. Print copies may be purchased through New York City CityStore (www.nyc.gov/citystore).

Updates and addenda to the Street Design Manual will be posted on the Street Design Manual website at www.nyc.gov/streetdesignmanual. Readers may register on the website to receive updates by email.

Madison Square, Manhattan

Letter from the Mayor Dear Friends,

The streets of New York are often seen as permanent ﬁ xtures of city life, and in some ways, they are. But our streets are also dynamic, and their character and uses can change as the City continually evolves and reinvents itself.

City government uses different designs for different types of streets, from bus-priority corridors and truck routes to commercial main streets and residential neighborhood blocks. In a city as large and richly varied as ours, one size does not ﬁ t all. In recent years, we have been working especially hard to tailor the streets to best ﬁ t the needs of individual neighborhoods and communities.

The New York City Street Design Manual is the culmination of the greater attention and creativity our Administration is bringing to its streetscape. It further expands our catalogue of street design features and allows for a new set of pre-approved materials, beyond the basic asphalt and concrete. It streamlines the process of designing and delivering street projects, and builds design excellence into each and every one of them. The manual also makes it easier for members of the public to better understand our goals for all the various types of street design elements and materials.

This Design Manual was created by our innovative Department of Transportation in cooperation with eight other City agencies. It will ensure that private developers, utility companies and city agencies all work from a single framework and playbook. Most importantly, the Manual will not only create more attractive, functional and coherently designed streets that will improve our quality of life, but it will also allow projects to be completed more quickly and less expensively.

Better service at a better price—that’s effective government, and this manual is helping us bring it to life.

Sincerely,

Mayor Michael R. Bloomberg

Adams Street, Brooklyn

Table of Contents

Table of Contents Letter from the Mayor ...... 5 Foreword from the Commissioner ...... 11 Acknowledgments ...... 13

Introduction 15

Purpose & Background ...... 17 Street Design Policy ...... 20

1 Using the Manual 25

1.1 Applicability ...... 26 1.2 Organization ...... 27 1.3 The Planning Process ...... 28 1.4 Design Checklist ...... 38

1.5 Integration into Project Development . . . . .40

Stone Street, Manhattan

7 Table of Contents STREET DESIGN MANUAL

2 Geometry 43 3 Materials 101

2.0 Introduction ...... 45 3.0 Introduction ...... 104

2.1 Roadways & Lanes ...... 48 3.1 Roadways ...... 107 2.1.1 Mixed Roadway ...... 49 3.1.1 Asphaltic Concrete ...... 108 2.1.2 Bike Lanes & Paths ...... 50 3.1.2 Concrete ...... 112 2.1.3 Bus Lanes & Busways ...... 56 3.1.3 Granite Block ...... 113 2.1.4 Shared Street ...... 59 3.1.4 Interlocking Permeable Concrete or Asphalt Pavers ...... 115 2.2 Sidewalks & Medians ...... 61 2.2.1 Sidewalk ...... 62 3.2 Crosswalks ...... 116 2.2.2 Curb Extension ...... 65 3.2.1 Granite Pavers ...... 117 2.2.3 Median ...... 72 3.2.2 Thermoplastic Imprinting ...... 118

2.3 Traffi c Calming ...... 75 3.3 Sidewalks ...... 119 2.3.1 Raised Speed Reducers ...... 76 3.3.1 Concrete ...... 120 2.3.2 Gateway ...... 78 3.3.2 Mastic Asphalt ...... 127 2.3.3 Traffi c Diverters ...... 79 3.3.3 Hexagonal Asphalt Pavers ...... 128 2.3.4 Chicane ...... 85 3.3.4 Bluestone Flags ...... 129 2.3.5 Neighborhood Traffi c Circle ...... 86 3.3.5 Granite Slabs ...... 130 2.3.6 Roundabout ...... 88 3.3.6 Rubber Pavers ...... 131 2.3.7 Raised Crossing ...... 90 2.3.8 Raised Intersection ...... 91 3.4 Sidewalk Furnishing Zones ...... 132 3.4.1 Granite Block ...... 133 2.4 Street Trees & Plantings ...... 92 3.4.2 Square Asphalt and Concrete Pavers ...... 136 2.4.1 Tree Pits ...... 93 3.4.3 Concrete with Exposed Glass Aggregate . . 137 2.4.2 Greenstreet/Planted Area ...... 98 2.4.3 Street Swale ...... 99 3.5 Curbs ...... 138 3.5.1 Concrete ...... 139 3.5.2 Granite ...... 142

3.6 Plazas ...... 143 3.6.1 Imprinted Asphalt ...... 144 3.6.2 Hexagonal Concrete Pavers ...... 145 3.6.3 Decorative Gravel ...... 146

8 STREET DESIGN MANUAL Table of Contents

4 Lighting 149 5 Furniture 189

4.0 Introduction ...... 151 5.0 Introduction ...... 190

4.1 Street Lighting ...... 154 5.1 Bike Racks ...... 191 4.1.1 Cobra Head ...... 155 5.2 Bus Stop Shelters ...... 192 4.1.2 Stad ...... 157 4.1.3 Fulton ...... 159 5.3 Bike Shelters ...... 193 4.1.4 Alliance ...... 160 5.4 Newsstands ...... 194 4.1.5 Helm ...... 161 5.5 Automatic Public Toilets (APT) ...... 195 4.1.6 Flatbush Avenue ...... 163 4.1.7 TBTA ...... 164 5.6 Lightpole Banners ...... 196 4.1.8 Type M ...... 166 5.7 Benches ...... 197 4.1.9 Type F ...... 167 5.8 Waste Receptacles ...... 198 4.1.10 Bishops Crook ...... 168 4.1.11 Type L ...... 169 4.1.12 City Light ...... 170 199 4.1.13 LED Type A ...... 171 Glossary 4.1.14 LED Type E ...... 172

4.2 Pedestrian Lighting ...... 173 Appendices 209 4.2.1 Cobra Head ...... 174 4.2.2 Stad ...... 175 A Design Review Cover Sheet ...... 210 4.2.3 Fulton ...... 176 B Agency Roles on the City’s Streets ...... 216 4.2.4 Flushing Meadows Park ...... 177 C Legal & Design Guidance References ...... 219 4.2.5 Type B ...... 178 D NYC DOT Design Review Process ...... 223 4.2.6 World’s Fair ...... 179 4.2.7 TBTA ...... 180 4.2.8 Round Top Head ...... 181 Index 225 4.2.9 LED Post Top ...... 182 4.2.10 LED Type A ...... 183 4.2.11 LED Type E ...... 184

4.3 Traffi c Signal Poles...... 185 4.3.1 Type M–2 Traffi c Signal Pole ...... 186 4.3.2 Alliance Traffi c Signal Pole ...... 188

Foreword The streets of New York are changing. Today, New Yorkers can enjoy dozens from the of new public plazas in places formerly occupied by speeding trafﬁ c; safely Commissioner negotiate school zones, senior districts and the areas around transit stations in more friendly streetscapes; and ride along protected bicycle lanes.

This Street Design Manual formally establishes and standardizes all of these new elements. It also continues the spirit of the Bloomberg administration by laying out dozens of new ideas — approaches for innovative street designs that we will test in New York in the months and years ahead.

The Street Design Manual is a detailed guide to the city transportation policies that NYC DOT established in Sustainable Streets, the department’s strategic plan, and World Class Streets, which describes our programs to improve the city’s public realm.

For decades, the city restricted itself to a narrow approach to our streets. That has not only created a less interesting and attractive streetscape than New York deserves, but it also led to a riot of design exceptions as developers, business districts, and city project managers have sought to go beyond a bare–bones, utilitarian approach.

By simultaneously broadening our design horizons, establishing clear guidelines, and adopting a new palette of materials, we will create world–class city streets and a more predictable process for all of the public and private entities who carry out work related to our public rights of way. I believe this effort will represent a signiﬁ cant contribution to renewed growth and to the goal of a greater, greener New York that Mayor Bloomberg set forth in PlaNYC 2030.

The streetscape design guidance on the pages that follow distills the city’s historic design precedents, our building traditions, and our visions for today’s streets and the streets of the future into a common–sense vocabulary. It gives designers, planners, and residents the tools to create a more durable, safe, and attractive streetscape. It also contributes to environmental health, with street features that reduce stormwater runoff and add greenery.

The Street Design Manual is the result of two years of hard, focused work. I could not be more pleased with the result. The talented and energetic staff at DOT who brought the project to fruition are the best in the business. The level of cooperation between city agencies and the generosity of my fellow commissioners and their staffs in sharing expertise, reviewing priorities, and moving the effort to completion was unprecedented. I am extremely grateful for all of their support.

Janette Sadik–Khan Grand Army Plaza, Brooklyn Commissioner

11 INTRODUCTION

12 Acknowledgments The completion of this project would not have Aaron Koch, OLTPS been possible without the participation of Anne Koenig, DOT numerous city agencies. Each individual named Joshua Kraus, DOT here played a role, from the development of the Ziv Lavi, DCP original concept to writing and reviewing. The Steve Levine, OMB Streetscape Task Force will continue working to Rozella Logan, DOT enhance New York City streets. Chris Lucas, DOT Tim Lynch, DDC Janette Sadik–Khan, COMMISSIONER, DOT Patricia Lyons, DOT Tom Maguire, DOT Lori Ardito, FIRST DEPUTY COMMISSIONER, DOT Vincent Maniscalco, DOT Mike Marsico, DOT With Special Thanks to: John Martin, DOT Adrian Benepe, COMMISSIONER, DPR Wanda Matos, DOT Amanda Burden, DIRECTOR, DCP Robert Mayer, OMB David Burney, COMMISSIONER, DDC Maura McCarthy, DOT Emily Lloyd, FORMER COMMISSIONER, DEP Charles McKinney, DPR NYC DOT Street Design Manual Team John McLaughlin, DEP Wendy Feuer Connie Moran, DOT Michael Flynn John Murray, OMB Ed Janoff Paul Nelson, SBS Margaret Newman Yun Poy “Dino” Ng, DDC Bruce Schaller Signe Nielsen, DC Andy Wiley–Schwartz Ted Oberman, DOT Flavia Orlandi, OMB NYC DOT Special Contributors Galileo Orlando, DOT Patricia Browne Joseph Palmieri, DOT Emily Colasacco Ghanshyam Patel, DOT John Dulac Robert Piccolo, MOPD Joseph Jarrin Michael Primeggia, DOT Jon Orcutt Marguerite Riskalla, DOT Susan Pondish Matthew Roe, DOT Gale Rothstein, EDC Streetscape Task Force and Scott Roveto, DOT Other Contributors Charles Rudesill, DPR John Albin, DOT Ryan Russo, DOT Orly Amir, DOT Ali Sadriyoun, DOT Lynette Baptist, DOT Luis Sanchez, DOT Joe Barr, DOT Jeff Shumaker, DCP Eric Beaton, DOT Jackie Snyder, DC Josh Benson, DOT Gerard Sofﬁ an, DOT Simon Bertrang OCPD Michael Soliman, DOT Maurice Bruet, DOT Joe Sopiak, DDC Joseph Cannisi, DOT Patricia Stareck, DOT Kerry Carnahan, DDC David Stein, DOT Tom Cocola, DOT Matt Stephens, DPR Philip Damashek, DOT Carter Strickland, OLTPS Skye Duncan, DCP Jeff Sugarman, DCP Anthony Fiore, DEP Sandy Tomas, EDC Margaret Forgione, DOT Randy Wade, DOT Jennifer Lex Furioli, SBS Jeremy Waldrup, SBS Neil Gagliardi, DOT Thomas Wargo, DCP Steve Galgano, DOT Alex Washburn, DCP Kathryn Garcia, DEP Steve Weber, DOT Anita Garrison, DOT Matthew Wells, DPR Kanda Gordon, DOB Keith Wen, DOB Meredith Grifﬁ n, DC Josh Wojcik, DOT Bram Gunther, DPR Brianna Wolf, OLTPS Bruce Hendler, DDC Claudia Herasme, DCP Technical Readers Leon Heyward, DOT Michael Ronkin Christopher Hrones, DOT Gary Toth Terra Ishee, DOT Adriana Jacykewycz, DPR Editor and Indexer David Jehn, DOT Chelsea Mauldin Michael Johnson, DOT Carol Inskip Laurie Kerr, OLTPS Graphic Design Jared Knowles, LPC Carlton Avenue, Brooklyn Pure+Applied

13 Agency Acronyms DC LPC New York City Design Commission New York City Landmarks Preservation Commission DCA New York City Department of MOPD Consumer Affairs Mayor’s Ofﬁ ce for People with Disabilities DCAS New York City Department of MTA Citywide Administrative Services Metropolitan Transportation Authority

DCP NYCT New York City Department of New York City Transit, an MTA agency City Planning NYPD DDC New York City Police Department New York City Department of NYS DOT Design and Construction New York State Department DEC of Transportation New York State Department of OCPD Environmental Conservation Mayor’s Offi ce of Capital DEP Project Development New York City Department of OLTPS Environmental Protection Mayor’s Offi ce of Long–Term DOB Planning and Sustainability New York City Department OMB of Buildings Mayor’s Offi ce of Management DOHMH and Budget New York City Department of SAPO Health and Mental Hygiene The Street Activity Permit Offi ce DoITT within the New York City Offi ce New York City Department of of Citywide Event Coordination Information Technology and and Management Telecommunications SBS DOT / NYC DOT New York City Department of New York City Department Small Business Services of Transportation US DOT DPR U S Department of Transportation New York City Department of Parks and Recreation

DSNY New York City Department of Sanitation

EDC New York City Economic Development Corporation

FDNY New York City Fire Department

FHWA The Federal Highway Administration

14 Introduction

Purpose & Background ...... 17

Street Design Policy ...... 20

INTRODUCTION Background

Purpose and The Street Design Manual provides policies and design guidelines to city Background agencies, design professionals, private developers, and community groups for the improvement of streets and sidewalks throughout the fi ve boroughs. It is intended to serve as a comprehensive resource for promoting higher quality This manual builds on the street designs and more effi cient project implementation by streamlining the experience of innovation in design and review processes. street design, materials, and lighting that has developed The Street Design Manual is the product of an inter–agency task force headed by the Department of Transportation (DOT), and joined by the Departments of around the world. It is Design and Construction (DDC), City Planning (DCP), Environmental Protection designed to be a fl exible (DEP), Parks and Recreation (DPR), Buildings (DOB), the Economic Development document that will change Corporation (EDC), the Landmarks Preservation Commission (LPC), the Design and grow, incorporating new Commission (DC), and the Mayor’s Offi ce. The task force was initially convened treatments as appropriate in the fall of 2007 to make a practical assessment of problems, needs, and opportunities in a broad range of street conditions. Over the course of a year, after testing. agency representatives visited sites throughout the city, reviewed existing conditions, and assessed the performance of street materials, as well as lighting and geometric treatments. The group evaluated potential new materials and treatments that required further study and considered sustainability issues and stormwater impacts. This effort led to a decision to expand the responsibilities of the task force to create a manual that would provide design direction for streets.

The Street Design Manual is intended to supplement rather than replace existing engineering and environmental standards and requirements, including but not limited to the Manual on Uniform Trafﬁ c Control Devices (MUTCD) and AASHTO Policy on Geometric Design of Highways and Streets (“Green Book”). In a city with as many varied and complex conditions as New York, designs must be tailored for the particular needs and opportunities created by the local context, uses, and dimensions of streets. Therefore, the Street Design Manual leaves ample room for choice, and all designs remain subject to case–by–case NYC DOT approval based on established engineering standards and professional judgment, with the safety of all street users being of paramount importance.

Grand Street, Manhattan

17 Background INTRODUCTION

While there were clear Urban streets have always fulfi lled multiple functions. Early in the twentieth benefi ts to accommodating century, they served not only as transportation routes but as the front yards automobile movement and public squares of cities. Horse–drawn carriages, people on foot or horseback, and, later, bicycles and streetcars shared the streets with pushcart through the city, the vendors, outdoor markets, children playing, and neighbors socializing. As vibrant negative effects became as it was, this diverse set of uses and users of the street created a variety of increasingly evident over problems for safety, sanitation, and mobility. Reformers of the day effected the last forty years. changes in street design and zoning, stormwater management, sanitary sewers, and traffi c controls to improve safety and sanitation and to promote mobility and economic growth.

Over time, street design focused primarily on motor vehicle movement, and the emerging discipline of trafﬁ c engineering worked to safely integrate cars and trucks into pre–existing urban forms. While there were clear beneﬁ ts to accommodating automobile movement through the city, the negative effects became increasingly evident over the last forty years. The focus on autos resulted in unsustainable land development patterns, fewer transportation choices, increased noise, pollution, and greenhouse gases, as well as a decline in social, civic, physical, and economic activity on streets.

Lower East Side, Manhattan (1910)

18 INTRODUCTION Background

9th Avenue, Manhattan after “complete street” improvements

Practitioners (and the Engineering, planning and urban design best practices over the last ten years public) have learned that have emphasized a more balanced idea of street design, giving equal weight to transportation, community, and environmental goals. Practitioners (and the investment in high–quality public) have learned that investment in high–quality street infrastructure can street infrastructure can yield benefi ts well beyond simple mobility: public health, improved physical yield benefi ts well environment, and (particularly relevant in lean fi scal times) economic benefi ts beyond simple mobility. in the potential for increased residential and commercial property values and retail activity.

The Street Design Manual builds on the experience of innovation in street design, materials, and lighting that has developed in New York City and around the world. It is designed to be a ﬂ exible document that will change and grow, incorporating new treatments as appropriate after testing. The use and continued development of the Street Design Manual will assure that New York City remains a leading innovator in the public realm as it becomes a greater, greener city.

19 Street Design Policy INTRODUCTION Street Design Policy

Planning and designing streets in accord with the goals and principles of this section will contribute to a consistent level of quality and functionality for New York City’s streets. This policy, along with the project’s planning framework (see Chapter 1), should be used to resolve conﬂ icting priorities for limited street space.

20 INTRODUCTION Street Design Policy

Goals Overall goals are:

At over a quarter of the city’s land 1 Design for Safety: Move people and goods safely. area, streets are a critical part of 2 Design for Access and Mobility: Accommodate all street users, New York City’s infrastructure. They provide the bulk of its public giving priority to the most energy– and space–efﬁ cient modes. space and have wide–ranging 3 Design for Context: Respond to neighborhood character. impacts on both its environmental 4 Design for Livability: Create a vibrant public realm with health and the quality of life of its neighborhoods. high–quality public spaces. 5 Design for Sustainability: Contribute to a healthier and more Accordingly, it is the policy of NYC DOT that the following goals sustainable environment. and principles be adhered to when 6 Design for Visual Excellence: Create coherent and harmonious designing city streets. streetscapes.

7 Design for Cost–Effectiveness: Provide the greatest possible value to the public.

Percent of New York City Land Area by Use Streets make up over a quarter of the city’s land area. (Source: PlaNYC Sustainable Stormwater Management Plan, 2008)

45.5% 26.6% 15.5% 4.5%

Buildings & Parking Lots Streets Parks, Vacant Land Cemeteries & Other Open Space

21 Street Design Policy INTRODUCTION

Principles

1 2 Design for Safety Design for Access and Mobility The city’s efforts to enhance street With a growing population and limited safety through engineering, right–of–way, street designs should education and enforcement have provide effi cient ways to move people helped contribute to the lowest and goods and improve the economic number of pedestrian fatalities and vitality of the city. serious injuries since the city began o Prioritize walking, bicycling, keeping such statistics in 1910. and transit by providing safe, Designing safe streets will continue accessible, convenient, and to be the fi rst priority for NYC DOT. comfortable facilities for these o Prioritize safety for all street modes, particularly on users, particularly more vulnerable designated routes and at critical groups (children, the elderly, network connections. those with disabilities) and o Accommodate truck traffi c more vulnerable modes and deliveries while minimizing (walking, bicycling). their negative impacts on o Design streets serving primarily neighborhoods. local trips for slower speeds to o Strive to meet accessibility reduce crashes and injuries and standards. discourage cut–through traffi c. o Accommodate emergency o Research, test, and evaluate vehicle access. innovative new safety treatments, particularly those successfully adopted in other cities.

22 INTRODUCTION Street Design Policy

3 4 5 Design for Context Design for Livability Design for Sustainability Streets help defi ne the character of Beyond their use for moving people Streets present an extraordinary neighborhoods. Their design should and goods, streets comprise an opportunity to improve the refer to the surrounding context, extensive network of public open environmental health of the city. including the history, land uses, and spaces that can facilitate social, civic, o Collaborate across agencies in nearby landmarks. and economic interactions. testing new materials so that o Preserve the unique character o Expand usable public open space our streets are constructed in an of neighborhoods. by reallocating underutilized environmentally sound way. roadway space to create o Support connections to adjacent o Minimize impermeable surfaces pedestrian plazas, expanded land uses by providing gathering and maximize vegetation on sidewalks, corner and mid–block spaces and pedestrian access streets. Street designs should use curb extensions, and opportunities to and from major destinations. stormwater source controls and for green planted areas. other best management practices o Design local streets to be green, o Design streets to encourage (BMPs) wherever possible. traffi c–calmed environments physical activity for all ages and that encourage walking, bicycling, o Reduce the heat absorption of populations by making walking, and recreational activities. streets by maximizing tree canopy bicycling, and transit attractive and o cover and utilizing paving materials Design through–streets to convenient. with high Solar Refl ectance Index balance the accommodation o Include public seating when there (SRI) values when possible. of traffi c with safety is an appropriate maintenance and community needs. partner.

23 Street Design Policy INTRODUCTION

6 7 Design for Visual Excellence Design for Cost–Effectiveness Great cities are defi ned by the visual Reconstruction of city streets quality of their streets. New York requires substantial fi nancial City’s streets should be designed to resources. The list of worthwhile the highest aesthetic standards projects competing for a limited pool possible, maintaining consistency of funding is extensive. It is therefore in their character in order to achieve important to ensure that street a coherent and harmonious designs are cost–effective. streetscape. o Consider full lifecycle costs and o Improve the coherence of streets benefi ts when developing street by using consistent materials. designs. Besides their initial capital outlays, the measurable long–term o Consider long term maintenance. economic, environmental, safety, Materials should be selected that health, and other benefi ts of are readily maintained and durable well–designed, well–managed over an extended period of time. streets should be taken into consideration.

o Design streets to meet the city’s future needs. Streets are reconstructed very infrequently. Consideration of future conditions and needs should be part of the planning process.

o Implement a clear and consistent design review process to streamline project review.

24 1 Using the Manual

1.1 Applicability ...... 26

1.2 Organization ...... 27

1.3 The Planning Process ...... 28

1.4 Design Checklist ...... 38

1.5 Integration into Project Development ...... 40

25 1.1 Applicability USING THE MANUAL

Applicability The Street Design Manual should be used by agency staff, design professionals, community groups, and other entities involved in the planning and design of streets in New York City. The policies and guidelines in the Street Design Manual should be the foundation of designs for all projects that signiﬁ cantly impact public and private streets in New York City. NYC DOT will review projects for consistency with the manual.

Examples of applicable projects include capital and non–capital projects, such as street reconstructions and resurfacings; operational and trafﬁ c control treatments; street work associated with new or renovated buildings; and other public or private construction projects that include roadways, sidewalks, and plazas.

The guidance presented in the Street Design Manual does not supersede any existing federal, state or city laws, rules, and regulations. All projects remain subject to relevant statutes, such as the Zoning Resolution of the City of New York, City Environmental Quality Review (CEQR), and appropriate reviews and approvals of oversight agencies such as the New York City Design Commission (DC), Landmarks Preservation Commission (LPC), and Ofﬁ ce of Management and Budget (OMB).

The manual provides assistance in four major areas:

Establishing Serving as Setting Providing a a Clear and a Central, Appropriate Goals Framework for Consistent Design Comprehensive for Each Design Review Reference Project Decisions Process Guide

Canal Street, Manhattan

26 USING THE MANUAL 1.2 Organization

Organization The Street Design Manual is structured with ﬁ ve chapters and four appendices. Chapters 2 through 5 contain the bulk of the manual’s design guidance.

Chapter 1: Using the Manual Chapter 2: Geometry Guidelines for incorporating the A “toolbox” of geometric street manual into the design process. treatments to enhance safety, mobility, and sustainability.

Chapter 3: Materials Chapter 4: Lighting Specifi c materials with Street and pedestrian lights that recommendations for use and meet energy–effi ciency, technical, references to appropriate and visual quality criteria. specifi cations.

Glossary Deﬁ nitions of frequently used terms and abbreviations.

Appendix A: Design Cover Sheet A project summary to accompany A Note on submission of project designs to NYC Sustainability Opportunities DOT and other agencies for review. Many of the design treatments in this manual include a section entitled Appendix B: Guide to Jurisdictions “Sustainability Opportunities,” Chapter 5: Furniture Agency responsibilities for particular offering ways to reduce the street’s Freestanding elements that are part street operations and infrastructure. environmental impact. For more of NYC DOT’s coordinated street detailed design guidance on furniture franchise and site Appendix C: Citations sustainable street infrastructure, furnishings used by other agencies. Reference to laws, regulations, and including stormwater source controls reference sources. (BMPs), readers are directed to DDC’s High Performance Infrastructure Appendix D: Guidelines, the Sustainable Urban DOT Design Review Process Sites Handbook, and resources listed A summary of NYC DOT’s streamlined in Appendix C. design review process.

27 1.3 The Planning Process USING THE MANUAL

The Planning Process The Street Design Manual is primarily focused on providing guidance for the design of streets. However, the planning framework that establishes the context and priorities for each design, and the ongoing management and operation of streets once built, are also critical steps to create world–class streets (see below). This section provides a brief overview of the larger planning framework of which street design, and the Street Design Manual, should be a part. Appendix C includes a number of useful resources for more details on best planning practices for streets.

Street Street Planning Street Design World Class Management Streets

Street Planning Street Design Street Management o o Community priorities o Target & design speeds Speed limit o o Land uses & types of users o Alignments & widths Trafﬁ c controls o o Demand & usage patterns, o Horizontal & vertical One–way or two–way operation o major trip generators geometric elements Part–time or full–time o Safety–related needs o One–way or two–way operation access controls o o Local vs. through trafﬁ c o Public spaces Curbside regulation o o Bus routes, bicycle routes, o Roadway, sidewalk Maintenance/cleaning o truck routes, critical & lighting materials Public space programming o connections o Grading & drainage Short–term operational o Access management o Utilities improvements utilizing (driveways) o Materials temporary materials o o Existing environmental o Lighting Enforcement & public space conditions o Furniture o Trees, vegetation & stormwater controls o Public art

28 USING THE MANUAL 1.3 The Planning Process

Planning Design Management Every street is not only inseparable The design guidance of the Street Well–functioning, high–quality streets from its surrounding community and Design Manual provides options for are not just a product of their planning land uses, but it’s also a part of the street designs in the form of and design: the way a street is larger transportation network of the “toolboxes” of geometric, material, operated and managed once built is city and region. Streets should be lighting, and furnishing treatments just as important as its design. For designed with an understanding of (Chapters 2–5), but in most cases it example, curbside regulations and their role in both the local and larger does not prescribe which specifi c traffi c controls (signs, signals, and planning context. The planning of treatments must be used and in which markings) are a central factor in street projects should begin with the combination. It also does not dictate determining how streets operate and setting of clearly–defi ned goals. which treatment should receive the quality of the public realm. Projects should seek to address not priority when there is a confl ict Likewise, access to a street can be only pre–existing issues that have between design alternatives. limited to pedestrian traffi c on certain been identifi ed by the community or Rather, it gives users the fl exibility to days or for certain hours, and vehicular the city, but also policy objectives or determine which overall design is traffi c can be limited to transit and/or other needs of the city and most appropriate and practical in light commercial vehicles some or all of the stakeholders that the project can of the goals and priorities established time. Finally, maintenance of street meet as well. Appropriate through the planning process and the materials, furnishings, and plantings is stakeholders should be involved overall policies of the manual (found in critical to the long–term success of in projects from project conception the Introduction). The Design street designs. to implementation. Checklist in the next section can be a particularly helpful tool for this decision–making process.

Land use, which varies widely in New York City, is one important planning criterion for street design

Low Density Residential Moderate Density Medium Density High Density Residential Central Business District Residential Residential Mixed Use Commercial Commercial Overlay

Riverdale, Bronx Sunnyside, Staten Island Park Slope, Brooklyn Jackson Heights, Queens Midtown, Manhattan

29 1.3 The Planning Process USING THE MANUAL

Street Typologies Most streets are and will continue Most jurisdictions in the United to be variations of the prevalent States categorize their streets into General Street design — one or more “functional classifi cations” based on roadways open to mixed traffi c with vehicular access and mobility needs. sidewalks and curbs. This type of Some states and cities go beyond street provides great fl exibility, such classifi cations to categorize allowing for streets of varying designs streets into broader “typologies” that and operating characteristics through respond not only to the context of the such parameters as design speed; vehicular network, but also to other one–way versus two–way operation; networks (such as transit and bicycle), number and width of moving and land uses, and environmental factors. parking lanes; use of medians, curb Such categorizations are intended to extensions, and other geometric To assist designers, engineers, provide a simplifi ed planning features; provision of exclusive or framework to expedite the street preferential facilities for buses and and other users in visualizing the design process. bicyclists; and street material and “big picture”— how the manual’s furniture selections. individual design treatments can Due to the complexity and limited be combined to respond to right–of–way of its street network, New York City does not currently varying planning contexts — fi ve assign streets into such typologies. generalized “street typologies” However, the fi ve generalized street are described below, followed by typologies that follow show that the two illustrative examples of how design of a street can be considered various elements from the in a comprehensive way. Some, like a Boulevard treatment, have been used manual can be combined. widely in New York City and around the world; other innovative designs such as a slow street have been used successfully elsewhere, but have not yet been adopted in New York City.

30 USING THE MANUAL 1.3 The Planning Process

Fordham Road, The Bronx Grand Concourse, Bronx

General Street Boulevard With a mixed roadway, curbs, and sidewalks, General A wide street with multiple roadways and medians and an Streets are the most prevalent street design and can be emphasis on greening and design quality. tailored to serve both local and through street contexts. The term “boulevard” has often referred to wide streets that Although this design frequently emphasizes motor act as grand promenades between important destinations. vehicle access and movement, the street may also They typically have two or more roadways separated by include dedicated facilities for buses and/or bicyclists. medians, with the inner roadway(s) intended for through Unlike a shared street, vehicles and pedestrians are trafﬁ c and the outer for local trafﬁ c, and an exceptional level typically separated rather than cooperatively sharing of landscaping, public open space, and visual quality. The the street space. medians sometimes include pedestrian and bicycle paths.

Typical Treatments In New York City, not all streets designed as boulevards are named “Boulevard” (for example Ocean Parkway in o Mixed Roadway Brooklyn), and vice versa. o Sidewalks o Individual Tree Pits Typical Treatments o Standard roadway, sidewalk and curb materials o Mixed Roadways

Other Common Treatments o Sidewalks o Curb Extensions o Medians o Median o Individual Tree Pits/Connected Tree Pits o Bike Lane/Bike Path o Standard roadway, sidewalk and curb materials o Greenstreet/Planted Area o Unit paver sidewalk or furnishing zone o Tinted concrete and/or exposed aggregate sidewalk Other Common Treatments o Granite Curb o Curb Extension o Unit paver furnishing zone o Bike Lane/Bike Path o Bus Lane/Busway o Greenstreet/Vegetated Area o Shared Street (in service roadways) o Distinctive crosswalk materials o Tinted concrete and/or exposed aggregate sidewalk o Granite curb

31 1.3 The Planning Process USING THE MANUAL

Tokyo, Japan (Credit: Rob Ketcherside) Fulton Mall, Brooklyn

Slow Street Transit Street A local street which makes extensive use of traffi c– A street for exclusive or near–exclusive surface transit calming measures to discourage vehicular through–traffi c, (bus) use or where transit operations are given priority. reduce vehicle speeds, and green and beautify the streetscape, creating a comfortable environment for Transit streets are streets where private vehicles have bicycling and walking. limited or no access, and bus use is prioritized. Delivery access may be allowed at all times or in off–hours, and Sometimes called “bicycle boulevards” or “Home Zones”, bicyclists are sometimes allowed to share the bus lanes. Slow Streets are especially well–suited to local residential streets and streets adjacent to schools. Transit streets often emphasize urban design and transit– supportiveness by including outdoor seating, landscaping, Typical Treatments attractive street materials, and well–designed bus queuing areas and off–board fare collection. These measures help o Mixed Roadway create an appealing street environment in the presence of o Sidewalks high numbers of buses. o Reduced Speed Limit Typical Treatments o Gateways and Curb Extensions o Mixed Roadway (vehicle access completely or o Traffi c Diverters mostly limited to buses) o Neighborhood Traffi c Circles o Bus Lane/Busway o Individual Tree Pits/Connected Tree Pits o Sidewalks o Greenstreets/Planted Areas o Individual Tree Pits/Connected Tree Pits o Unit Paver Roadway o Concrete or Unit Paver Roadway o Standard Sidewalk and Curb Materials o Tinted Concrete and/or Exposed Aggregate Sidewalk Other Common Treatments o Standard Curb Materials o Shared Street Other Common Treatments o Raised Intersections o Curb Extensions o Street Swales o Gateways o Distinctive Crosswalk Materials o Medians o Unit Paver Sidewalk o Greenstreets/Planted Areas o Granite Curb o Unit Paver Sidewalk or Furnishing Zone

32 USING THE MANUAL 1.3 The Planning Process

Sample Streets The two diagrams on pages 34–37 illustrate how different combinations of elements from the manual can be tailored to accommodate varied street uses and contexts. Like many New York City streets, these examples do not reﬂ ect any one of the previously described typologies, but rather contain elements of them all.

Figure 1 depicts treatments that are often appropriate on multi–lane

Stone Street, Manhattan through–streets and/or retail corridors. Figure 2 depicts Pedestrian–Only Street treatments that are often appropriate A street exclusively for pedestrian use. on local streets and/or residential streets. Pedestrian streets usually involve the full–time restriction of vehicle access to a street, however delivery access may The images are illustrative rather be allowed in off–hours. Bicyclists can either be allowed to than literal depictions of street ride through or be required to dismount and walk. The designs and are not intended to be design can be as simple as a typical General Street without used as design guidance. vehicle access or can be more intensively designed with attractive street materials, furniture, landscaping, and plaza treatments.

Typical Treatments o Individual Tree Pits o Unit paver roadway o Imprinted asphalt roadway o Standard sidewalk and curb materials

Other Common Treatments o Sidewalks o Gateways o Raised Intersections o Connected Tree Pits o Greenstreets/Planted Areas o Unit paver sidewalk o Granite curb

33 1.3 The Planning Process USING THE MANUAL

Sample Streets Figure 1 Treatments Appropriate to Major Through–Streets

Bus Lane Tinted Concrete Mid–block Bench Connected Tree Pits (Commercial District) Curb Extension with Permeable Pavers BUS ONLY

Stad Luminaire Center Median with Bike Rack Individual Tree Pit Bike Path with Standard Pole Landscaping

34 USING THE MANUAL 1.3 The Planning Process

Trafﬁ c Signal Untinted Concrete Raised Crossing Median Barrier with Bus Bulb with (Residential District) Bike Channel Bus Shelter BUS ONLY

Curb Extension Furnishing Zone with Bicycle Parking with Square Pavers Pedestrian Ramps

Bike Lane

35 1.3 The Planning Process USING THE MANUAL

Sample Streets Figure 2 Treatments Appropriate to Local Streets

Raised Speed Reducer

Two-Way Street

Ribbon Sidewalk with Plaza Benches Trafﬁ c Signal Half Closure Street Swale Planting Strip and Street Trees

Intersection Normalization

36 USING THE MANUAL 1.3 The Planning Process

Mid–Block Narrowing with Raised Speed Reducer

Street Swale Raised Intersection

Ribbon Sidewalk Plain Concrete with Street Swale (Residential District)

37 1.4 Design Checklist USING THE MANUAL

Design Checklist

To defi ne context, set project goals, and give appropriate consideration to the full range of factors that should inform the street’s design, refer to this checklist of key design criteria. Note that the checklist follows the format of the Design Review Fulton Street, Manhattan Fulton Mall, Brooklyn Cover Sheet (Appendix A). Street Context Street Operations Projects submitted to NYC DOT □ History & Character □ Walking for approval will be reviewed with Describe for the specifi c Pedestrian safety, volumes, respect to these topic areas. project area comfort and convenience of movement, accident history, Use the checklist in conjunction □ Land Use important walking connections, with the questions in the Predominant land uses and and quality of the walking next section, Integration into densities within the project area environment Project Development. (e.g., light residential, dense commercial), any historic districts □ Bicycling or special zoning districts, Bicycle volumes, comfort and proximity to transit convenience of movement, existing or proposed bike routes and other □ Network Role important bicyclist connections, The role of the street in the accident history, and bicycle neighborhood, city, and regional parking transportation system □ Motor Vehicles □ Major Sites Motor vehicle volumes, access, Identify major sites, destinations, accident history, important and trip generators within or motor vehicle connections, proximate to the project area, appropriateness of motor vehicle including prominent landmarks, traffi c to street scale (e.g., local commercial, cultural and civic versus through traffi c), and ways to institutions, and public spaces reduce the negative impacts of motor vehicle traffi c □ Street Width Available space and how its □ Transit allocation will be prioritized Bus routes and operations, subway or other transit station access, and supportiveness of transit usage and users

□ Trucks/Freight Truck routes, safety, volumes, access, mobility, and ways to reduce the negative impacts of truck trafﬁ c

38 USING THE MANUAL 1.4 Design Checklist

□ Access Access or mobility needs of the disabled, elderly, and children, ADA compliance, and any school or senior safety zones within the project area

□ Curbside Conditions Curbside demand and usage patterns within the project area, allocation of space for through movement, meter parking, non–metered parking, loading, Greening Street Design Manual Usage deliveries, and pedestrian space

□ Street Trees □ Materials, Lighting & Furniture □ Public Space Tree coverage within the Paving materials, lighting poles, Public space, pedestrian seating, project area ﬁ xtures and levels, and street quality of public realm furniture □ Greenstreets & Vegetation □ Drainage Existing Greenstreets within □ Application Stormwater ﬂ ow patterns, catch the project area and opportunity Ways in which proposed design basins, and sewer connections sites for Greenstreets or other will follow the guidelines of the planted areas Street Design Manual in regards to □ Street Cuts overall policies and principles, Frequency of utility “cuts” into □ Stormwater Control street geometry, materials, lighting, the roadway within the project Stormwater runoff conditions, and other street elements area, potential improvement or permeability of underlying soil, consolidation of utility stormwater source controls □ Major Deviations infrastructure Extent and reasons why a □ Flooding potential design may deviate Flooding conditions within from the guidelines, policies, and the project area principles of the manual

□ Maintenance Partner(s) □ Pilot Treatments Potential and/or committed Any pilot geometric, material maintenance partners or lighting treatments from the (e.g., BIDs, DPR) and level of Street Design Manual that could be commitment (e.g., watering, proposed in a potential design weeding, pruning, litter removal, replacements)

□ Permits Wetlands or coastline areas within 100 feet of the project area; requirements for New York State Department of Environmental Conservation or the Army Corps of Engineers permits

39 1.5 Integration into Project Development USING THE MANUAL

Integration into Project Development

Use by Project Managers, Identify Project Assess Project Designers, Engineers, Planners Goals Extent and Limits

To make the Street Design Manual an integral part of the full project planning and design process, key questions are identiﬁ ed below (Q) for different stages of the process, with references to sections of the Street Design Manual (A) that can help answer them.

Identify Project Goals Assess Project Extent and Limits Q. What are the primary objectives Q. What is the extent of of the project? construction: sidewalk and furnishing replacement only, Are there other secondary roadway resurfacing, surface objectives that could or should be construction, or full–depth addressed at the same time? reconstruction? A. Refer to the manual for guidelines Has the community been involved in on the types of treatments that are setting the project goals? most likely to be feasible given the A. The Street Design Policy extent of construction work. (Introduction) should inform the project goals. Q. Are there any current or Refer to the Design Checklist in potential maintenance partners? the previous section for key (Many enhanced geometric, considerations in setting primary material, and lighting treatments and secondary project goals. require a maintenance partner. Examples of treatments may include optional paving materials, Q. Who are other stakeholder landscaped areas, and non– agencies and entities? standard lighting ﬁ xtures.) A. Refer to Appendix B, Jurisdictions A. Refer to Chapters 2–5 on the City’s Streets, for a partial list (Geometry, Materials, Lighting, and of relevant agencies and entities who Furniture) for treatments that require may have a stake in the project and a maintenance partner. When may need to be consulted. applicable, be sure that a suitable Government and community maintenance partner is identiﬁ ed and stakeholders should be brought involved in the design process. in before the development of a Refer to Appendix B, Jurisdictions on design and involved through to the City’s Streets, for a partial list of implementation. relevant agencies and entities who may have a stake in the project or who could assist in securing maintenance.

40 USING THE MANUAL 1.5 Integration into Project Development

Develop Proposed Submit Proposed Design Design for Applicable Reviews

Develop Proposed Design Refer to the Street Design Policy NYC DOT has developed an expedited (Introduction) to set priorities and review process (see Appendix D for Q. What is the desired role and resolve competing priorities for an overview). Review of projects that characteristics of the affected budget and/or spatial concerns. include NYC DOT funding will be street(s)? coordinated through DOT’s Offi ce Refer to Appendix C, Legal and Design of Capital Program Management Who uses the street(s) and how; Guidance References, for a partial list (CPM). All other projects affecting how should it function? of relevant legal rules and regulations. streets will be coordinated through A. Use Appendix A, the Street Design the appropriate Borough Cover Sheet, as a tool for defi ning Q. Which agencies and other Commissioner’s offi ce. the existing and desired future stakeholders (e.g., maintenance) Attach the Street Design Cover Sheet characteristics of the street(s) and need to be involved in the design? (Appendix A), along with any submitted for overall design considerations. drawings of the proposed design for Will use of any pilot materials or NYC DOT or other agency reviews. geometry be proposed? If so, be Q. Based on the project goals and sure to partner with the relevant scope identifi ed, which design agency or agencies in designing Q. Does the design adhere to the treatments best achieve the project such pilot designs. policies, principles and design goals and realize the desired uses guidance of the manual? of the street(s)? A. Refer to Appendix B, Jurisdictions on the City’s Streets, for a partial list Where it doesn’t, how has it been Of those, which are most feasible of relevant agencies and entities who justifi ed? given operational, budget, and may need to be consulted on the maintenance constraints? design and maintenance of particular A. The proposed design will be elements. reviewed by NYC DOT for consistency A. Use Chapters 2–5 (Geometry, with the Street Design Policy Materials, Lighting, and Furniture) to (Introduction) and the design guidance identify appropriate treatments for Submit Proposed Design for of Chapters 2–5 (Geometry, the goals, scop, and budget of the Applicable Reviews Materials, Lighting, and Furniture). project and for general design Q. Which agency review is Justifi cation will be expected for guidance on when and how to use mandatory? discrepancies, and discrepancies may those treatments. For detailed not be approved. geometric design guidance, refer to Which is advisory or optional? established design guidance sources including those listed in Appendix C. A. Refer to Appendix B, Jurisdictions on the City’s Streets, for a partial list of relevant agencies who should or must review the proposed design.

41 1.5 Integration into Project Development USING THE MANUAL

Use by Community Boards, Elected Ofﬁ cials, Community

Groups, and the Public Identify Project Maintenance Timeline Regulating Goals Partners Agencies and While the Street Design Manual Laws gives planning and design guidance for government agencies and their consultants, it is also intended to be a resource for the general public. The manual can assist neighborhood groups and elected ofﬁ cials in planning more effectively for their communities.

145th Street, Queens

What is the maintenance capacity of Identify Project Goals Regulating Agencies and Laws the community? Q. What are the overall goals and Q. What agencies have jurisdiction priorities of the city in designing What is required of maintenance over a particular project and how its streets? partners? will they be involved in the planning, discussion and evaluation of the A. Refer to Chapters 2–5 (Geometry, What are the goals of the community project? Materials, Lighting, and Furniture) to for the project? How can the manual understand the different design A. Refer to Appendix B for clariﬁ cation help realize them? treatments that can be used, for on which agencies have responsibility A. Refer to the Street Design Policy general guidance on when and how or jurisdiction over different elements (Introduction) for an overview of they should be used, and for any of the street design, such as general policies and priorities for requirements for maintenance approvals, permits and maintenance. designing streets. partners from the community. Refer to the Street Design Checklist Q. What laws, regulations, and (previous section) for key Timeline design guidance sources should the considerations in setting project public be made aware to become Q. How can the quality of projects goals. familiar with the street design and speed of delivery be improved? process?

Maintenance Partners How can time–consuming design A. Refer to Appendix C for a reference on laws, regulations, and design Q. What are the appropriate ranges changes late in the development guidance sources that are frequently of design treatments that may be process be avoided? relevant in designing streets. considered for particular New York A. Use of the manual early on and City streets or neighborhoods? throughout the project development process can help the public and Which treatments require a government interact more efﬁ ciently maintenance partner from the and effectively, potentially speeding community? approvals and implementation.

42 2 Geometry

2.0 Introduction ...... 45 2.1 Roadways & Lanes ...... 48 2.1.1 Mixed Roadway ...... 49 2.1.2 Bike Lanes & Paths ...... 50 2.1.a Bike Lane ...... 51 b Bike Path ...... 52 2.1.3 Bus Lanes & Busways ...... 56 a Bus Lane ...... 57 b Busway ...... 58 2.1.4 Shared Street ...... 59

2.2 Sidewalks & Medians ...... 61 2.2.1 Sidewalk ...... 62 a Full Sidewalk ...... 63 b Ribbon Sidewalk ...... 64 2 .2.2 Curb Extension ...... 65 a Curb Extension with Greenstreet/Plantings ...... 68 b Curb Extension with Community Facilities ...... 69 c Bus Bulb ...... 70 d Mid–Block Narrowing ...... 71 2.2.3 Median ...... 72 2.2.4 Median Safety Island ...... 74

2.3 Traffi c Calming ...... 75 2.3.1 Raised Speed Reducers ...... 76 a Speed Cushion ...... 77 2.3.2 Gateway ...... 78 2.3.3 Traffi c Diverters ...... 79 a Median Barrier ...... 80 b Forced Turn ...... 81 c Diagonal Diverter ...... 82 d Half Closure ...... 83 e Full Closure ...... 84 2.3.4 Chicane ...... 85 2.3.5 Neighborhood Traffi c Circle ...... 86 2.3.6 Roundabout ...... 88 2.3.7 Raised Crossing ...... 90 2.3.8 Raised Intersection ...... 91

2.4 Street Trees & Plantings ...... 92 2.4.1 Tree Pits ...... 93 a Individual Tree Pit ...... 95 b Connected Tree Pits ...... 96 c Stormwater–Capturing Tree Pits ...... 97 2.4.2 Greenstreet/Planted Area ...... 98 2.4.3 Street Swale ...... 99

43 Geometry Reference Guide GEOMETRY

Usage Section Geometric Treatment Wide Limited Pilot 2.1 Roadway & Lanes 2.1.1 Mixed Roadway ● 2.1.2 Bike Lanes & Paths

2.1.2a Bike Lane ● 2.1.2b Bike Path ● 2.1.3 Bus Lanes & Busways 2.1.3a Bus Lane ● 2.1.3b Busway ● 2.1.4 Shared Street ●

2.2 Sidewalks & Medians 2.2.1 Sidewalk 2.2.1a Full Sidewalk ● 2.2.1b Ribbon Sidewalk ● 2.2.2 Curb Extension 2.2.2a Curb Extension with Greenstreet/Plantings ● 2.2.2b Curb Extension with Community Facilities ● 2.2.2c Bus Bulb ● 2.2.2d Mid–Block Narrowing ● 2.2.3 Median ● 2.2.4 Median Safety Island ●

2.3 Traffi c Calming 2.3.1 Raised Speed Reducers ● 2.3.1a Speed Cushion ● 2.3.2 Gateway ● 2.3.3 Traffi c Diverters 2.3.3a Median Barrier ● 2.3.3b Forced Turn ● 2.3.3c Diagonal Diverter ● 2.3.3d Half Closure ● 2.3.3e Full Closure ● 2.3.4 Chicane ● 2.3.5 Neighborhood Traffi c Circle ● 2.3.6 Roundabout ● 2.3.7 Raised Crossing ● 2.3.8 Raised Intersection ●

2.4 Street Trees & Plantings 2.4.1 Tree Pits 2.4.1a Individual Tree Pit ● 2.4.1b Connected Tree Pits ● 2.4.1c Stormwater–Capturing Tree Pit ● 2.4.2 Greenstreet/Planted Area ● 2.4.3 Street Swale ●

44 GEOMETRY 2.0 Introduction

Introduction About this Chapter Applicability and Exceptions The geometric design of streets is All new projects that signiﬁ cantly integral to how motorists, bicyclists, impact public and private streets pedestrians, and other street users should follow these guidelines. behave on them. Geometry also NYC DOT approval will be based on affects streets’ economic, community, site—speciﬁ c conditions and cost— and environmental impacts. effective engineering standards and judgment, with the safety of all street This chapter establishes general users being of paramount importance. guidelines for the geometric design of streets as well as a “toolbox” of Usage Categories geometric treatments that may be Geometric treatments are divided used to enhance safety, mobility, into three categories: wide application, and sustainability. limited application, or pilot projects.

The recommendations of this chapter Wide supplement rather than replace Geometric treatments of this type existing sources of detailed are in wide use throughout New York engineering guidance and do not City. They constitute the basic set of supersede any existing federal, state elements that are typically found on or city laws, rules, and regulations. All city streets. Designs should projects remain subject to relevant incorporate them wherever statutes, such as the Zoning appropriate. These treatments Resolution of the City of New York, City generally require less intensive review Environmental Quality Review (CEQR) than limited or pilot treatments. and appropriate reviews and approvals of oversight agencies. Limited Geometric treatments of this type are Guidance Sources currently in limited use in New York City. Guidance on the geometric design and While the designs are well–established, operations of streets and roadways is their application is contingent on contained in such sources as A Policy site–speciﬁ c conditions. These on Geometric Design of Highways treatments will require more in–depth and Streets (AASHTO, 2004), the review of appropriateness and Manual of Uniform Trafﬁ c Control feasibility. Devices (FHWA, 2003), and Urban Street Geometric Design Handbook Pilot (ITE, 2008). Geometric treatments of this type are currently in, at most, limited Other resources include the Guide for use in New York City, but have been the Planning, Design, and Operation employed successfully in other U.S. and of Pedestrian Facilities (AASHTO, international cites. Appropriate design 2004), Context Sensitive Solutions in criteria are still under development for Designing Major Urban Thoroughfares application in New York City. Proposals for Walkable Communities (ITE, 2006), for pilot usage of these treatments are and NYC DOT’s own School Safety encouraged and will be evaluated on a Engineering Project: General case–by–case basis. Mitigation Measures Final Report (2004). For additional references, see Appendix C.

45 2.0 Introduction GEOMETRY

General Guidelines Vehicle Target Speed with the smallest possible radius that Streets should be designed with target still accommodates the design vehicle The following guidelines speeds (see Glossary) and speed limits and emergency vehicles. appropriate to their surrounding uses expand on the general policies and desired role in the vehicular Pedestrian crossing distances and principles outlined in network. New York State Vehicle & should be minimized in all locations Chapter 1, with more detailed Traffi c Law (VTL) Section 1642(a)(26) utilizing the above methods and other information specifi c to (a) currently allows speed limits below treatments, such as curb extensions 25 mph, and as low as 15 mph, in New (neckdowns) and medians. Sidewalk geometric street design. York City if used in conjunction with narrowings and roadway widenings traffi c calming measures. Slower should be avoided. target speeds and speed limits should be considered on local streets, Design Vehicles & residential streets, alleys; on streets Emergency Access adjacent to schools, and senior or The design vehicles (see Glossary) disabled pedestrian trip generators; used for geometric street designs, and waterfronts, parks, or other typically a single unit truck, should be signifi cant pedestrian destinations. appropriate to the predominant intended uses of the given street and Roadway Width, Curb Radii & should not include commercial vehicles Crossing Distance larger than the allowed New York City To minimize pedestrian crossing maximum length. In addition, all street distances and reduce impermeable, designs must consider FDNY, other heat–absorbing asphalt coverage, the emergency vehicle, and sanitation paved roadway of all streets should be vehicle access needs (street cleaning designed to be the minimum width and snow clearing). — and have the minimum number of lanes — that safely and cost–effectively Complex Intersections allow for the desired operations of Multi–leg or skewed angle motor vehicles, buses, and bicyclists. intersections should be redesigned Roadway reconstructions should be (to the extent possible) to simplify designed for traffi c volumes expected operations and reduce or separate in the actual build year. Additional confl icts. This can include the removal consideration should be given to recent of intersection legs and slip lanes that trends in traffi c and mode choice — as are unimportant to the traffi c network, documented in NYC DOT's Sustainable creation of right–angled intersection Streets Index — and their implication alignments, and simplifi ed traffi c for traffi c volumes in future years (e.g., patterns. Resulting pedestrian space fi ve years after the build year). Excess should be consolidated into its most width should be reallocated to provide usable form to create new public walking, transit, and bicycling facilities, open space and shorter, more direct public open space, green cover, and/or crossings. The use of slip lanes should stormwater source control measures. generally be avoided. If fi nancial limitations preclude fi nal implementation of street retrofi ts Accessibility (e.g., curbing, streetscaping, etc.), the Projects should meet all applicable reallocation of space should still federal, state, and/or local accessibility proceed with temporary or least costly standards for public rights–of–way, approaches such as restriping. including minimum clear sidewalk widths, inclusion of ADA–compliant To further reduce pedestrian crossing pedestrian ramps, and provision of distances and slow turning vehicles, all accessible waiting and boarding areas roadway corners should be designed at transit stops.

46 GEOMETRY 2.0 Introduction

Greenstreet with stormwater-capturing design: Amsterdam Avenue, Manhattan (Credit: NYC DPR)

Vegetation, BMPs & Drainage Because these treatments may All modiﬁ cations to street geometry ultimately revert to city agencies for should consider and avoid unintended ongoing maintenance, the appropriate changes in the direction and agencies (e.g., NYC DOT, NYC DPR, disposition of stormwater runoff. and/or NYC DEP) should be consulted Designs for planted areas, early in the design process so that all stormwater source controls, and such treatments are technically viable BMPs within the public right–of–way and maintainable. Street are still evolving and being tested. construction, infrastructure replacement, tree planting, and Greenstreets construction should be coordinated to avoid damage to underlying infrastructure and minimize costs.

Detail of stormwater-capturing design during rain event (Credit: NYC DPR)

47 2.1 Roadways & Lanes GEOMETRY: ROADWAYSGEOMETRY & LANES Roadways & Lanes

4848 GEOMETRY: ROADWAYS & LANES 2.1.1 Mixed Roadway

Mixed Roadway

USAGE: WIDE

That portion of a street designed, improved or ordinarily used for vehicular travel, exclusive of the shoulder and slope.

This predominant roadway design generally emphasizes motor vehicle access and fl ow, but it can be augmented with dedicated facilities for other modes (such as BUS or BIKE LANES or PATHS). The design leaves signifi cant fl exibility to calm traffi c and enhance the public realm. However, unlike a SHARED STREET, Low–traffi c, local roadway: Argyle Road, Brooklyn vehicles and pedestrians are typically Benefi ts Exclusive or preferential facilities for separated, rather than cooperatively buses and/or bicycles should be used sharing the roadway space. Can be designed to provide basic as per those treatments’ criteria or accommodation for all transportation when deemed appropriate by NYC modes DOT Provides intra–city network for Provisions of street trees should be vehicular through and local access maximized Application Include planted areas and stormwater

Streets that are not SHARED STREETS source controls within the roadway (2.1.4) or pedestrian–only streets wherever possible, when a maintenance partner is identiﬁ ed On relatively narrow (e.g., two or fewer moving lanes), low vehicle volume and/ Grade roadways to direct stormwater or high pedestrian volume streets and towards any stormwater source alleys, instead consider SHARED controls (such as in a MEDIAN (2.2.3) STREET or pedestrian–only street or CURB EXTENSION (2.2.2)) treatments Sustainability Opportunities Design Minimize impervious paved areas

Provide SIDEWALKS (2.2.1) on both and utilize permeable paving sides of all roadways, except in wherever possible certain historic districts as per Maximize trees and other green cover Landmarks Preservation Commission Utilize stormwater source controls (LPC) wherever feasible Roadways must meet technical Increase SRI value of paved surfaces requirements as per relevant to reduce urban heat island impact standard speciﬁ cations and regulations Utilize recycled content in paving materials Minimize roadway width and maximize sidewalk (and planting strip, Coordinate streetscape/utility work if applicable) width maximized to the to minimize street cuts High–trafﬁ c roadway with median: Delancey Street, Manhattan greatest extent possible

49 2.1.2 Bike Lanes & Paths GEOMETRY: ROADWAYS & LANES

Bike Lanes & Paths

USAGE: WIDE

A dedicated on–street lane or path for bicycles (see Glossary).

Bikeways are typically designed as BIKE LANES within the roadway delineated with markings (2.1.2a, also known as Class 2 bike lanes) or as BIKE PATHS physically separated from trafﬁ c for most of their length (2.1.2b, also known as Class 1 bike lanes). Another typical design is the shared lane (Class 3 bike lane) Buffered bike lane: 9th Street, Brooklyn described in Table 1. The shared lane is not covered by the Manual.

One–way, parking–separated bike path on a crosstown street: Grand Street, Manhattan

Beneﬁ ts Design Provides dedicated space for See Table 1 (following 2.1.2b) for a bicyclists, enhancing safety, comfort, listing of typical bikeway designs and and mobility their respective spatial requirements, ideal applications, and advantages Cumulative with other bikeways, and disadvantages provides a comprehensive network of recommended routes for bicyclists, Create connectivity with adjoining thereby encouraging bicycling bikeways, bike parking, and bicycle destinations Application Sustainability Opportunities NYC Bicycle Master Plan routes Utilize permeable paving and/or Streets not on the Master Plan when paving with a high SRI value within identiﬁ ed by NYC DOT as priority BIKE LANE or BIKE PATH routes Utilize recycled content in Consider on streets with high current paving materials or anticipated bicycle volumes

50 GEOMETRY: ROADWAYS & LANES 2.1.2a Bike Lane

Bike Lanes & Paths: Bike Lane

USAGE: WIDE

A portion of a roadway that has been designated by striping, signs, and pavement markings for the preferential or exclusive use of bicyclists. Also known as a Class 2 bike lane.

Physical separation of bike lanes is desirable, but is not always possible Green, buffered bike lane: Broadway, Manhattan due to physical or operational constraints.

Bike lane: 164th Street, Queens

Beneﬁ ts Design

See beneﬁ ts of BIKE LANES & PATHS See design guidance for BIKE LANES (2.1.2) & PATHS

Addition of on–roadway bike lanes BIKE LANES should be buffered when that narrows or replaces motor possible, typically with 3 feet of vehicle lanes can calm trafﬁ c channelization At intersections with complex Considerations trafﬁ c patterns — or when bike lanes Without physical separation, vehicles located immediately adjacent to the can block bike lanes, making curb — bike lanes can be given visual enforcement of violations more critical emphasis through the use of green– colored pavement Application See application guidance for Sustainability Opportunities BIKE LANES & PATHS See sustainability opportunities for Consideration should be given BIKE LANES & PATHS to use of BIKE PATH (2.1.2b) rather than, or in addition to, BIKE LANE whenever possible

5151 2.1.2b Bike Path GEOMETRY: ROADWAYS & LANES

Bike Lanes & Paths: Bike Path

USAGE: LIMITED

A path intended for the use of bicycles that is physically separated from motorized vehicle trafﬁ c by an open space or barrier and either within the highway right–of–way or within an independent right–of–way. Also known as a Class 1 bike lane. Wide, one–way, median–separated bike path on a busy avenue: 9th Avenue, Manhattan

Physical separation of bikeways can sometimes be preferable on wide or busy streets, on major bike routes, or along long, uninterrupted stretches. Separation can take the form of a painted buffer demarcating the bike lane behind a “ﬂ oating” parking lane, a narrow curb or median, or a wider median with landscaping.

An alternative form of separation is grade–separation, where the bike path is located at sidewalk grade or in between sidewalk and roadway grade. Parking–separated bike path showing mixing zone at intersection: Grand Street, Manhattan

Beneﬁ ts Considerations

See benefi ts of BIKE LANES & PATHS Design consideration must be given (2.1.2) to emergency vehicle access to adjacent buildings and to snow– Offers greatest bicyclist separation clearing and street–sweeping needs from motor vehicle traffi c on mid– block sections Application Reduces risk of “dooring” (vehicle Where a BIKE LANE is appropriate and occupants opening their door into the the street is an important bicycle path of an oncoming bicyclist) network connection, or has high Reduces or eliminates blocking of motor vehicle volumes or speeds or the bike lane by motor vehicles and multiple moving lanes, or is along a the swerving of bicyclists into park, waterfront, or other open space mixed traffi c where cross streets and driveways are infrequent

Consider wherever a BIKE LANE is appropriate

52 GEOMETRY: ROADWAYS & LANES 2.1.2b Separated Bike Path

Two–way bike path separated with landscaped median: Canal Street, Manhattan

Two–way bike path located outside the sidewalk: Columbia Street, Brooklyn

Design If designed as a shared–use path, provide adequate space appropriate See design guidance for BIKE LANES & to anticipated volumes of low–speed PATHS (2.1.2) users (pedestrians) and higher–speed Care must be given to the design of users (bicyclists) so as to provide safe bike paths at intersections and and comfortable accommodation of driveways to maintain visibility of the both and minimize conﬂ icts between bicyclist to motorists (and vice–versa) the two and to reduce the risk of turning Design MEDIANS that separate bike conﬂ icts with motor vehicles paths according to the MEDIAN In some circumstances (e.g., long section (2.2.3) paths along open space or waterfront) paths can be designed for shared– Sustainability Opportunities use by bicyclists, pedestrians, See sustainability opportunities for skaters, wheelchair users, and other BIKE LANES & PATHS non–motorized users (“a shared–use path”) rather than as a separate bike If a separated bike path uses path and SIDEWALK (2.2.1) medians, see Sustainability Opportunities for MEDIANS

53 2.1.2 Bikeway: Table 1 GEOMETRY: ROADWAYS & LANES

Table 1 Class 1: Bike Path (2.1.2b) Guide to New York City Signal Protected Path Protected Path with On–Street Bicycle 9th Avenue, 31st to 16th Mixing Zones Facilities Streets, Manhattan Grand Street, Manhattan

Space Required 14 feet 8 feet

Parking Loss High High 5 – 6 parking spaces/ 4 – 5 parking spaces/ turn bay (usually every mixing zone (usually every other block) other block)

Ideal Application Commercial Avenues Commercial Cross– o Wide one–way multilane Streets street o One or two lane street o Excess road space o Excess road space o High–speed vehicular o Low–speed vehicular traffi c traffi c for safe mixing o High potential for motor zone vehicle intrusion into o High potential for motor standard lane vehicle intrusion into standard lane Advantages o Full protection for o Protection for cyclists cyclists midblock o Major enhancement o Mixing zone to manage to pedestrian safety turning confl ict and comfort o Simpler implementation than Signal Protected Path o Signal timing unchanged

Disadvantages o Space needs o Parking impacts o Parking impacts o Cyclist mobility o Signal timing and loading o Unproven (Pilot) activity increase delays o Complex review and o Cyclist mobility implementation o Complex review and o Challenging to regulate implementation ﬂ oating parking o Turn restrictions may be needed at complex intersections to maintain acceptable operations

54 GEOMETRY: ROADWAYS & LANES 2.1.2 Bikeway: Table 1

Class 2: Bike Lane (2.1.2a) Class 3: Bike Route (Not Included in Manual)

Buffered Lane Standard Lane Shared Lane Signed Route DeKalb Avenue, Brooklyn 20th & 21st Streets, 48th Street, Queens Manhattan

8 feet 5 feet None None A wide (13–foot) travel lane A wide (13–foot) travel lane is preferred is preferred

Medium – Low Medium – Low Low None Parking typically preserved Parking typically preserved Parking is typically unless space unavailable. unless space unavailable. preserved Strict curb regulations Strict curb regulations sometimes needed sometimes needed

Residential Avenues Residential Cross–Streets Narrow Streets Limited Use o Wide multilane street o One or two lane street o One or two lane street o Interim treatment o Excess road space o Excess road space o No excess road space o Connected to other o Low potential for o Low potential for o Connected to other bicycle facilities intrusion into bicycle lane intrusion into bicycle lane bicycle facilities o Indicates a preferred bicycle route o Preserves curbside access

o Dedicated cycling space o Dedicated roadway o Clear easy to follow o Indicates a preferred o Buffer zone enhances space for cycling bicycle route bicycle route comfort for cyclists o Preserves curbside o Heightens driver o Preserves curbside o Preserves curbside access awareness of cyclists access access o Simple implementation o Preserves curbside o Simple implementation. o Simple implementation access o Simple implementation

o Vehicular intrusion o Vehicular intrusion o Does not provide o Does not provide remains possible remains possible dedicated roadway dedicated roadway o Width tempts motorists o Cyclists have minimal space for cycling space for cycling to intrude separation from traffi c o Cyclists not separated o Cyclists not separated o Perceived as less safe o Perceived as less safe from traffi c from traffi c than protected paths than protected paths o Sign placement critical, can be challenging

5555 2.1.3 Bus Lanes & Busways GEOMETRY: ROADWAYS & LANES

Bus Lanes & Busways Benefi ts For median bus lane or busway designs, boarding platforms must be Improves bus speeds and reliability USAGE: LIMITED included for bus passengers at bus by separating buses from potential stops; these islands can also function congestion in mixed traffi c and A dedicated on–street facility as MEDIAN SAFETY ISLANDS (2.2.4) reducing or eliminating their need for buses. to merge in and out of traffi c at For median bus lane or busway bus stops designs, left turns across the bus BUS LANES are delineated within the facility should either be prohibited or Provides means for emergency roadway with markings (2.1.3a) while provided a protected signal phase vehicles to bypass traffi c BUSWAYS are physically separated Use an interior bus lane when parking from traffi c for most of their length Considerations needs to be maintained; stops can be (2.1.3b). Both facility types can either made at the curb or at BUS BULBS be designed to run along the median If curbside, may result in loss of (2.2.2c) of the street or along the outside curbside parking (curbside or interior to a parking lane) Use a curb–aligned bus lane or Application of the street. busway when right–of–way may be Streets with high bus volumes or Bus constrained or a median facility Rapid Transit (BRT) and moderate to cannot be operated safely and where high traffi c congestion parking impacts can be managed Consider on all streets with high bus For curb–aligned designs, curbside volumes or BRT and adequate space, deliveries can be accommodated regardless of congestion with, lay–bys, and reserved Avoid on streets where the roadway commercial loading around the geometry prevents the safe operation corner, e.g., delivery windows, delivery of a BUS LANE OR BUSWAY in All BUS LANE & BUSWAY designs can conjunction with other necessary accommodate one or two directions uses of the roadway of bus traffi c. Special care must be paid to the signalization and design of Design intersections so as to not introduce BUS LANES & BUSWAYS can be located turning confl icts immediately adjacent to the curb Consider queue–jump lanes for (curb bus lane or busway), adjacent to buses where buses need to merge the righthand parking lane (interior with mixed traffi c, where the roadway bus lane), or in the middle of a width reduces (such as at the end of a road with boarding island stations bus lane, a roadway choke point, or a (median bus lane or busway) bridge or tunnel approach), and at turn All BUS LANE & BUSWAY types can priority locations be one or two lanes per direction For improved roadway longevity, a based on bus volume, operating concrete roadway should be characteristics, and road width; considered for BUS LANES & BUSWAYS one lane per direction is a more when conditions permit common treatment Sustainability Opportunities A median BUS LANE or BUSWAY should be considered on two–way Utilize paving with a high SRI value Red, curb–aligned, on–street busway with streets when suffi cient right–of–way within bus lane or busway unless “soft separation” from traffi c: is available to accommodate the bus 34th Street, Manhattan red–colored pavement is to be used facility and the associated boarding as per 2.1.3a islands, and the operation of the Utilize recycled content in paving busway (including pedestrian materials movements) can be safely managed

56 GEOMETRY: ROADWAYS & LANES 2.1.3a On–Roadway Busway

Bus Lanes & Busways: Bus Lane

USAGE: LIMITED

A portion of a roadway which has been designated by striping, signing and pavement markings for the preferential or exclusive use of buses.

Physical separation of bus lanes is often inadvisable due to physical or operational constraints. Painted lanes, overhead signs, and soft barriers can minimize intrusion of other vehicles. Where land use and street width permit, full or partial Curb–aligned double bus lane: Madison Avenue, Manhattan physical separation can help enforce the lanes (see 2.1.3b).

Red, curb–aligned, bus lane: East Fordham Road, The Bronx

Beneﬁ ts Red–colored pavement can be considered for bus lanes that operate See beneﬁ ts of BUS LANES & twelve or more hours per day BUSWAYS (2.1.3) At intersections, the allowance or Considerations prohibition of turns from the bus lane

See considerations for BUS LANES & should be clear, such as ending the BUSWAYS red paint where cars can enter to make right turns Application Sustainability Opportunities See application guidance for BUS LANES & BUSWAYS See sustainability opportunities for BUS LANES & BUSWAYS Design

Bus queue–jump lane: See design guidance for BUS LANES & West 207th Street, Manhattan BUSWAYS

57 2.1.3b Busway GEOMETRY: ROADWAYS & LANES

Bus Lanes & Busways: Busway

USAGE: PILOT

A physically separated lane reserved for bus trafﬁ c.

Busways are similar to BUS LANES (2.1.3a) in most respects, however full or partial physical separation (typically through a narrow curb or wider MEDIAN (2.2.3)) further improves bus speeds by minimizing blocking of the bus lane by other vehicles.

Curb–aligned busway: Paris, France (Note: For illustrative purposes only)

Beneﬁ ts Design

See beneﬁ ts of BUS LANES & See design guidance for BUS LANES & BUSWAYS (2.1.3) BUSWAYS Reduces or eliminates blocking of Busways should be designed to allow BUS LANE emergency vehicles to bypass trafﬁ c On routes with multiple tiers of bus Considerations service, passing needs (e.g., express Design consideration must be buses) should be accommodated given to emergency vehicle access, deliveries and pick–up/drop–off to If a median busway design is not adjacent buildings, and to snow– separated with a wide median, then clearing and street–sweeping needs the median must widen to provide boarding platforms for bus Application passengers at bus stops, which must See application guidance for meet ADA standards BUS LANES & BUSWAYS Turns across busways need to be

A short section of separated busway through a Consider where a BUS LANE is controlled for safety; bus–only signals busy intersection: Willis Avenue, The Bronx appropriate and the street is a may be needed

high–volume bus route and has MEDIANS used to separate busway adequate right–of–way to should be designed according to the accommodate a busway MEDIAN section

Consider wherever a BUS LANE Sustainability Opportunities is appropriate Utilize paving with a high SRI value within busway, for example concrete For median–separated busway, see Sustainability Opportunities Separated median busway: Paris, France for MEDIANS (Note: for illustrative purposes only)

58 GEOMETRY: ROADWAYS & LANES 2.1.4 Shared Street

Shared Street

USAGE: PILOT

Often referred to as a “pedestrian-priority street,” a shared street is a low-speed, typically curbless roadway designed as a single surface shared among pedestrians, bicyclists, and low-speed motor vehicles.

Typically employed on local-access Shared street in a commercial area: Brighton, UK (Credit: Gehl Architects) streets, vehicles are slowed to very (Note: for illustrative purposes only) low speeds through a reduced speed limit, traffi c calming, signage, and use Benefi ts May impact street drainage or require of distinctive materials, furnishings, catch basin relocation Allows freer pedestrian movement and other visual cues in the roadway within walking–oriented areas and to May require loss of on-street parking that encourage drivers to travel with and from surrounding land uses and increased caution. Street users Any community facilities integrated destinations generally negotiate right of way into the design (such as street cooperatively rather than relying on Reduces sidewalk crowding on furniture or public art) will typically traffi c controls, allowing pedestrians narrow streets necessitate the presence of a maintenance partner and a permit or to dominate the street. The entire Maintains bicycle, local vehicle, and revocable consent from the city street thus effectively functions as a delivery access while creating an public space. Different forms of exceptionally pedestrian–oriented Application shared streets can be used in street that accommodates different contexts. recreational and social activities Consider on narrower streets (at most two moving lanes), or outer roadways Allows active land uses to spread into of boulevard–type streets, with little or the surrounding street network, no through–traffi c, and which are not fostering a vibrant public realm major vehicular or bicyclist through– Comfortable, attractive environment routes or designated truck routes encourages “staying” activities such Consider on streets adjacent to major as relaxing, shopping, eating, and pedestrian destinations such as socializing retail, waterfront, park, plaza, civic, Integrated design can incorporate cultural or transit hub land uses, art, street furniture, landscaping, and where vehicle volumes are low and other innovative and attractive pedestrian desire lines are diffuse design elements (i.e., pedestrians would like to cross the street in many places) Encourages partnerships with the community in beautifi cation, Consider on local residential streets maintenance and programming of whose design priority is to allow safe street space use of street space for recreational activities and green space, in Considerations partnership with residents or Accommodation of and navigation by neighborhood groups the visually impaired should be given Consider on narrow, alley-type streets Shared street: Mainz, Germany particular attention (Note: for illustrative purposes only)

59 2.1.4 Shared Street GEOMETRY: ROADWAYS & LANES

Depending on the speciﬁ c land uses, width, vehicle and pedestrian volumes and other access and operational characteristics of the street, a shared street may not be appropriate, in which case consideration should be given to a standard MIXED ROADWAY with alternative design options such as traditional trafﬁ c calming and/or a mid-block crossing Consider as an alternative a fully pedestrianized street when pedestrian volumes are high, vehicle volumes are low and vehicle access is not required during daytime hours

Pedestrian–priority zone: Fordham Plaza, The Bronx Design Sidewalks and curbs should not be used, but accessible path(s) must be provided as per ADA guidelines In the absence of curbs, special attention should be given to providing adequate drainage Vehicle–free, accessible routes must be provided for the visually impaired Design should utilize whatever horizontal, vertical, and material treatments are necessary to encourage vehicle speeds that are low (15 mph or lower) throughout, whether or not pedestrians are present Shared intersection: Seven Dials, London (Credit: Aaron Naparstek/streetsblog.org) (Note: For illustrative purposes only) Use GATEWAY (2.3.2) or similar treatments and proper signage at Maximize street trees Sustainability Opportunities entries to discourage through-trafﬁ c, Include planted areas and stormwater Minimize impervious paved areas indicate the change in street source controls within the roadway and utilize permeable paving environment, and slow entering wherever possible wherever possible vehicles Staggered sections of parking or Maximize trees and other green cover Institute a reduced speed limit (New loading zones can be used as a design York State VTL Section 1642(a)(26) Utilize stormwater source controls option to constrict wider streets (a) currently allows as low as 15mph) wherever feasible To maintain the streetscape elements along with the physical trafﬁ c calming Increase SRI value of paved surfaces required for creating a low–speed of the shared street to reduce urban heat island impact environment and fostering a vibrant Attractive street materials, public space, careful attention must Utilize recycled content in paving furnishings and other objects within be paid to proper programming and materials the street can be used to alert drivers management of the space, with the and emphasize the pedestrian Coordinate streetscape/utility work participation of an active maintenance orientation of the space, subject to to minimize street cuts partner where appropriate permits, maintenance agreements, or revocable consents as required

60 GEOMETRY: SIDEWALKS & MEDIANS 2.2 Sidewalks & Medians Sidewalks & Medians

6161 2.2.1 Sidewalk GEOMETRY: SIDEWALKS & MEDIANS

Sidewalk Benefi ts color of detectable warning strip should contrast with surrounding USAGE: WIDE Facilitates relatively speedy and pavement: dark gray in areas of unobstructed pedestrian movement, light pavement and white in areas free of vehicle confl icts except at That portion of a street, whether of dark pavement intersections and driveways paved or unpaved, between the The area within 18 inches of the curb Can provide space for “staying” curb lines or the lateral lines of a should be kept free of all obstructions activities such as relaxing, shopping, roadway and the adjacent eating, and socializing, with adequate New York City Mayor’s Executive property lines intended for the width Order No.22 of 1995 (the “Clear use of pedestrians. Where it is not Corner Policy”) states that to the Application maximum extent possible, clear which section is intended Streets that are not SHARED STREETS structures and objects should not be for the use of pedestrians, the (2.1.4) or pedestrian–only, except in placed in the corner and the corner sidewalk will be deemed to be that certain historic districts as per LPC quadrant portion of the street between Ribbon sidewalks are appropriate in For recommended clearances the building line and the curb. R1–R6 zoning districts; full sidewalks between obstructions, see Revocable are used elsewhere Consent Rules (RCNY Title 34, In denser areas a FULL SIDEWALK Chapter 7), Section 7–06(c)(5)), NYC (2.2.1a) reaching all the way to the Design DOT Highway Rules (RCNY Title 34, curb is used, while in less built–up Sidewalks should always be provided Chapter 2, Section 2–10) and DCA’s areas a RIBBON SIDEWALK (2.2.1b), on both sides of the street roadway rules regarding newsstands (RCNY with a vegetated or grass planting Title 6, Chapter 2, Subchapter G) strip between the sidewalk and A park's internal path located near a Maximize street trees the roadway, can often be used. roadway does not substitute for a sidewalk Include planted areas and stormwater Sidewalks (and planting strip, if source controls within sidewalks applicable) should be as wide as wherever possible when a possible appropriate to foot traffi c maintenance partner is identifi ed and available street width If work includes tree planting, Sidewalks must conform to ADA consider the location of utility requirements for minimum clear path infrastructure, including NYC DEP width and provision of spaces where sewers and water mains wheelchair users can pass one Sustainability Opportunities another or turn around; beyond the ADA minimum, provide an Minimize impervious paved areas unobstructed clear path of 8 feet or and utilize permeable paving one–half the sidewalk width wherever possible (whichever is greater) Maximize trees and other green cover Sidewalk cross–slope can be whenever clearance allows 2% maximum, for a width of at Utilize stormwater source controls least 5 feet wherever feasible Sidewalks must meet load–bearing, Increase SRI value of sidewalk friction, and other requirements as materials to reduce urban heat island per relevant standard specifi cations impact and regulations Utilize recycled content in ADA–compliant pedestrian ramps paving materials must be provided at all pedestrian Coordinate streetscape/utility work crossings; separate ramps should be to minimize street cuts Sidewalk with standard paving treatment: used aligned with each crosswalk; 11th Avenue, Manhattan

62 GEOMETRY: SIDEWALKS & MEDIANS 2.2.1a Full Sidewalk

Sidewalk: Full Sidewalk

USAGE: WIDE

A full sidewalk accommodates both pedestrian trafﬁ c and a range of street furnishings and ﬁ xtures.

The area of the sidewalk closest to the curb, where light poles, signs, ﬁ re hydrants, telephone booths, newspaper boxes, etc., are typically located, is referred to as the “furnishing zone” (see section 3.4).

Sidewalk: Seventh Avenue, Brooklyn (Credit: NYC DCP)

Sidewalk corner quadrant with pedestrian ramps: West 110th Street, Manhattan

Beneﬁ ts Design

See beneﬁ ts of SIDEWALK (2.2.1) See design guidance for SIDEWALK Provides increased space for Sustainability Opportunities pedestrian movement and improved curbside access as compared to a See sustainability opportunities for RIBBON SIDEWALK (2.2.1b) SIDEWALK

Application See application guidance for SIDEWALK

63 2.2.1b Ribbon Sidewalk GEOMETRY: SIDEWALKS & MEDIANS

Sidewalk: Ribbon Sidewalk

USAGE: WIDE

A sidewalk that is separated from the roadway by a continuous, unpaved planting strip.

Most existing ribbon sidewalks in the city have a lawn planting strip, more sustainable landscaping options should be utilized whenever possible. Alternatively, planting strips can be designed as pilot STREET SWALES (2.4.3) to help collect stormwater runoff.

Ribbon sidewalk with lawn planting strip: Rockaway Beach Boulevard, Queens

Benefi ts Planting strips adjacent to ribbon sidewalks must be planted with See benefi ts of SIDEWALK (2.2.1) groundcover vegetation for erosion Provides greater space for tree control if a STREET SWALE is not used; roots than a FULL SIDEWALK (2.2.1a) herbaceous plant material, preferably with INDIVIDUAL TREE PITS (2.4.1a), native or adapted species, should be improving long–term tree health used rather than grass wherever Provides a modest improvement in possible, as turf absorbs water from stormwater detention from the tree roots, has little benefi t to habitat, sidewalk and/or roadway as and requires the use of pesticides, compared to a FULL SIDEWALK herbicides, fungicides, and lawnmowers that can potentially Provides a more attractive damage tree roots streetscape in areas of low– to moderate–density residential land use Where there are fi re hydrants in the planting strip adjacent to a ribbon Application sidewalk, a 5–foot–by–5–foot slab of 6–inch–thick concrete on 6–inch, Areas within zoning districts R1 crushed–stone base extending from through R6 the curb to the sidewalk is required. Consider wherever pedestrian Similar considerations apply to other volumes can be accommodated and elements, such as lampposts and curbside activity is low signal posts

Design Sustainability Opportunities See design guidance for SIDEWALK See sustainability opportunities Ribbon sidewalks should be at least for SIDEWALK

5 feet wide or as required to match Utilize STREET SWALE within the existing ribbon width in the planting strip rather than immediate neighborhood; they should groundcover vegetation alone to be wider along arterials and collector better manage stormwater Ribbon sidewalk with street swale planting strip: roads Seattle, Washington (Credit: Abby Hall)

64 GEOMETRY: SIDEWALKS & MEDIANS 2.2.2 Curb Extension

Curb Extension

USAGE: WIDE

An expansion of the curb line into the lane of the roadway adjacent to the curb (typically a parking lane) for a portion of a block either at a corner or mid–block.

Also known as neckdowns, curb extensions can enhance pedestrian safety by reducing crossing distances, can relieve sidewalk crowding, and can provide space for functional elements such as seating, plantings, and furniture. In addition, two curb extensions can be located on either side of a street Curb extension: Fifth Avenue, Brooklyn to create a MID–BLOCK NARROWING Benefi ts Creates space that may be used to (2.2.3) or at an intersection to locate street furniture, bike parking, create a GATEWAY (2.3.2). Calms traffi c by physically and bus stop, public seating, street visually narrowing the roadway vendors, etc., potentially reducing At a corner, slows turning vehicles sidewalk clutter and emphasizes the right of way of Keeps fi re hydrant zone clear when crossing pedestrians located in front of a hydrant Shortens crossing distance, reducing Defi nes the ends of angle parking pedestrian exposure and minimum required signal time for crossing Can discourage truck turns onto streets with No Truck regulations Improves the ability of crossing (See RCNY Title 34, Chapter4, pedestrians and drivers to see Section 4–13) each other Makes the crosswalk more Considerations apparent to drivers, encouraging May impact street drainage or require them to stop in advance of the catch basin relocation crosswalk and reducing illegal parking within crosswalk May impact underground utilities Reinforces lane discipline through May require loss of curbside parking intersection, preventing vehicle May complicate delivery access and passing maneuvers in parking lane garbage removal Provides additional pedestrian space May impact snow plows and and reduces crowding, particularly for street sweepers queuing at crossings and bus stops or when located at a subway entrance or other protrusion

Curb Extension: Seventh Avenue, Manhattan

65 2.2.2 Curb Extension GEOMETRY: SIDEWALKS & MEDIANS

Application Only applicable within a curbside parking lane Corners with marked pedestrian crosswalks in retail districts, directly adjacent to schools, at intersections with demonstrated pedestrian safety issues, on wide streets, or in areas of high foot traffi c At school crosswalks At mid–block crossings (see MID–BLOCK NARROWING 2.2.2d) Intersections where a two–way road transitions to oncoming one–way operation so as to block wrong–way A curb extension “blockbuster” with Greenstreet: Amsterdam Avenue, Manhattan traffi c from proceeding straight onto the one–way portion (a “blockbuster”) Next to subway entrances or other sidewalk pinch points so as to increase pedestrian walking or queuing space In front of fi re hydrants so as to keep clear of parked vehicles Consider at all corners and pedestrian crossings Consider elongated curb extensions for some or most of a block ( i.e., a widened sidewalk with lay–by areas) in areas where a full sidewalk widening would be desirable but some loading, drop–off, or parking access must be maintained Cannot be used where curbside travel (including bus, bicycle, or Lay–bys for curbside loading between curb extensions: Greenwich Street, Manhattan general traffi c) lane exists, such as those created through peak–period parking restrictions

Feasibility of curb extensions is evaluated based on engineer review of design vehicle turning movements and vehicle turning volumes

66 GEOMETRY: SIDEWALKS & MEDIANS 2.2.2 Curb Extension

Design When space permits, more functional curb extension designs, such as those Curb extension width is typically two with GREENSTREET/PLANTED AREAS feet less than the width of the parking (2.2.2d) or COMMUNITY FACILITIES lane, but the curb extension can (2.2.2b) such as seating or bicycle also extend to the bicycle lane when parking should be used whenever one is striped. Minimum curb possible extension length is typically equal to the full width of the crosswalk, Vertical elements should be used to however it can be longer when alert drivers and snow plow operators appropriate or necessary to presence of the curb extension A fi re truck turning zone with a 50–foot To reduce the cost and implementation outside radius should be maintained time of curb extension, trench drains clear of physical obstructions (signs, can be considered instead of catch– planters, non–fl exible bollards, trees) basin relocation if a maintenance partner exists to clean the trench drain When a curb extension confl icts with design vehicle turning movements, When curb extension is used at a fi re the curb extension should be reduced hydrant, the length of the curb in size rather than eliminated extension should be equal to or wherever possible greater than the No Parking zone (typically 15 feet in either direction) At crossings that may have low and the hydrant should be moved onto pedestrian visibility, curb extension the curb extension should be long enough to “daylight” the crossing, i.e., provide open sight–lines Paving on curb extension should to the pedestrian crossing for match that of the surrounding approaching motorists; the additional sidewalks curb extension space can be used to provide plantings or community Sustainability Opportunities facilities such as bicycle parking as Locate trees and/or plantings within long as visibility is not hindered curb extension when appropriate The design and placement of street Maximize permeable surface of furniture, trees, and plantings on a curb extension, e.g., with vegetation, curb extension must not impede permeable paving or both pedestrian fl ow, obstruct clear path, Design any planted areas within or interfere with “daylighting” the curb extension so as to capture intersection, emergency operations, stormwater according to current or sight lines standards Curb extension must be designed so as to maintain drainage of stormwater from the gutter and not cause ponding; depending on site–specifi c grading conditions this might include properly locating catch basins or utilizing design treatments that channel water through, around, or in between curb extension and the curbline

67 2.2.2a Curb Extension with Greenstreet/Plantings GEOMETRY: SIDEWALKS & MEDIANS

Curb Extension: Curb Extension with Greenstreet/ Plantings

USAGE: WIDE

A CURB EXTENSION that is planted rather than paved (typically as a NYC DPR Greenstreet), for example as a landscaped bioswale.

Curb extension with planted area: Mulry Square, Manhattan

Benefi ts Areas without sidewalk crowding where NYC DPR will maintain a Provides safety and traffi c Greenstreet or a committed partner calming benefi ts as described in other than NYC DPR will maintain the CURB EXTENSION (2.2.2) vegetated area Vegetation helps to mitigate air pollution and capture carbon dioxide Design from the air, improving environmental See design guidance for health and public health CURB EXTENSION Green cover reduces the urban heat Landscaped curb extension: Pedestrian crossings must remain Christopher Street, Manhattan island effect and decreases energy paved costs related to air temperatures If curb extension is designed to Landscaping provides visual capture stormwater, catch basins improvement to the city streetscape should be located on the downhill side Can be designed to provide of the curb extension rather than the stormwater detention from sidewalk uphill side and street If work includes tree planting, consider the location of utility Considerations infrastructure, including NYC DEP Landscaping or stormwater source sewers and water mains controls require a partner for ongoing Curb extension with a planted swale that Guards or wickets are permitted captures stormwater from the gutter: maintenance Beach 19th Street , Queens around planted areas where their use If outfi tted to capture stormwater, does not impede pedestrian traffi c careful consideration must be given to design, overfl ow control, and plant Sustainability Opportunities species See sustainability opportunities for CURB EXTENSION Application Design planted areas within See application guidance for curb extension to capture stormwater CURB EXTENSION according to current standards

68 GEOMETRY: SIDEWALKS & MEDIANS 2.2.2b Curb Extension with Community Facilities

Curb Extension: Curb Extension with Community Facilities

USAGE: WIDE

A CURB EXTENSION that provides space for community facilities such as bicycle parking, seating, and other street furniture.

In areas with inadequate sidewalk width to accommodate needed functional sidewalk elements for the community, the extra space provided by a curb extension can be used for bike parking, seating, public art, gardens, plantings, or trees, alone or in combination. Curb extension with trees and bike parking: 46th Street, Queens Similarly, all paved curb extensions can also provide space for consolidating Benefi ts Application basic sidewalk furnishings such as Provides safety and traffi c See application guidance for trash cans, newspaper racks, calming benefi ts as described in CURB EXTENSION newsstands, and light or signal poles, CURB EXTENSION (2.2.2) Areas without sidewalk crowding where foot traffi c permits. Provides space for functional where demand exists for the sidewalk elements outside of the community facilities and a committed sidewalk clear path, freeing sidewalk partner is willing to maintain any space for movement elements that require maintenance, such as seating; a maintenance Improves the public realm and creates partner is not needed for a NYC DOT useful public space, particularly in bike rack areas where public open space is in short supply Design Allows limited street space to See design guidance for serve multiple functions, thereby CURB EXTENSION increasing the performance of street infrastructure Sustainability Opportunities

Considerations See sustainability opportunities for CURB EXTENSION Permits, revocable consents, and/or maintenance agreements may be required for certain elements Bike racks must be standard NYC DOT design unless a permit is obtained from NYC DOT

Curb extension with bike parking: North 7th Street, Brooklyn

69 2.2.2c Bus Bulb GEOMETRY: SIDEWALKS & MEDIANS

Curb Extension: Bus Bulb

USAGE: WIDE

A CURB EXTENSION at a bus stop that avoids the need for buses to pull in and out of the moving lane to stop.

Bus bulbs may also be designed to better support bus passengers through the inclusion of higher curbs, bus stop shelters, seating, pre– boarding payment equipment, and other bus–supportive facilities.

Bus loading at a bus bulb “island”: Broadway, Manhattan

Benefi ts Application Provides safety and traffi c See application guidance for calming benefi ts as described in CURB EXTENSION CURB EXTENSION (2.2.2) At bus stops along bus routes where Speeds bus movement on streets it has been determined by NYC DOT with traffi c congestion by eliminating and MTA NYCT that bus bulbs would the need for buses to maneuver in and enhance bus service out of the moving lane Design Speeds bus movement by reducing Bus bulb: San Francisco, California the likelihood of bus stops being For detailed design guidance, see blocked by stopped vehicles Select Bus Service Station Design Guidelines (NYC DOT & MTA NYCT, Discourages non–bus encroachment 2009) into bus–only lanes See additional design guidance for Can allow faster bus passenger CURB EXTENSION boarding Bus bulbs should be long enough to Can provide comfort and convenience encompass the front and rear doors to bus riders through dedicated of the buses that will be using it, and waiting space and inclusion of should extend the length of the bus bus–related amenities A bus bulb under an “El” (elevated subway): stop whenever possible Jerome Avenue, The Bronx When utilized at a bus stop under an Design BUS BULBS with care to elevated train line, where the bus accommodate accessibility needs, does not pull over to the sidewalk, taking into account the full range of provides a safer space for buses that might be using the stop passengers to wait, as many currently stand in the roadway Sustainability Opportunities Allows additional on–street parking See sustainability opportunities for as compared to a standard bus stop CURB EXTENSION

70 GEOMETRY: SIDEWALKS & MEDIANS 2.2.2d Mid–Block Narrowing

Curb Extension: Mid–Block Narrowing

USAGE: WIDE

Two CURB EXTENSIONS that create a pinch point.

A mid–block narrowing (also referred to as a “choker”) physically or visually constricts the roadway, thereby slowing vehicular trafﬁ c or alerting drivers to the presence of a mid– block crossing. The curb extensions themselves can be of any variety, for example with plantings or other functional elements. A mid–block Mid–block narrowing (Note: use of walls is not recommended by this manual): narrowing is equivalent to a GATEWAY West 94th Street, Manhattan (2.3.2) located mid–block. At mid–block crossings on two–way streets, it is generally preferable to include a MEDIAN (2.2.3) or MEDIAN SAFETY ISLAND (2.2.4) rather than or in addition to a mid–block narrowing, when space allows

Design Mid–block crossing with Curb Extensions: West 125th Street, Manhattan See design guidance for CURB EXTENSION Benefi ts Reduce lane width at mid–block Provides safety and traffi c narrowing to impact vehicle speeds; calming benefi ts as described in on low–traffi c residential streets CURB EXTENSION (2.2.2) mid–block narrowing can be Calms mid–block traffi c speeds, combined with other design particularly if vertical elements treatments including RAISED (e.g., bollards, trees, bicycle parking CROSSINGS (2.3.7), RAISED SPEED etc) are included in CURB EXTENSIONS REDUCERS (2.3.1), or vertical elements for maximum effectiveness Improves drivers’ awareness of presence of crosswalk at mid–block Sustainability Opportunities crossing See sustainability opportunities for Provides space for greening, CURB EXTENSION community facilities, bicycle parking, Locate trees and/or plantings within and/or stormwater source control curb extensions of mid–block measures narrowing when appropriate Application Design any planted areas within See application guidance for CHICANE (2.3.4) curb extensions so as CURB EXTENSION to capture stormwater according to current standards Local streets with demonstrated speeding issues and/or a mid–block crossing

71 2.2.3 Median GEOMETRY: SIDEWALKS & MEDIANS

Median

USAGE: WIDE

An area separating different lanes, trafﬁ c directions, or roadways within a street. For the purpose of this Manual, a MEDIAN is raised rather than ﬂ ush or painted.

The width as well as design of medians can vary widely. They can range from narrow raised concrete islands to tree–lined promenades to intensively landscaped boulevard medians. Median with landscaping and sidewalk: Carlton Avenue, Brooklyn

In contrast to MEDIAN SAFETY Benefi ts Landscaping or stormwater source ISLANDS (2.2.4), medians extend for controls require a partner for ongoing Reduces risk of left–turn and vehicle most or all of the street block. maintenance head–on collisions Changes in traffi c circulation resulting Calms traffi c by narrowing roadway from addition of median should be Enhances pedestrian safety and understood so as to not force drivers accessibility by reducing crossing to travel on inappropriate routes or distances and providing refuge for make U–turns pedestrians to cross road in stages If continuous, median may prevent If designed for walking access, left turns into driveways on opposite can provide additional pedestrian side of street capacity Application Greens and beautifi es the streetscape with trees and/or Two–way streets with three or more plantings roadway travel lanes in total Improves environmental quality and Consider on all two–way multilane can incorporate stormwater source streets controls On streets of limited width, it may Can provide space for a SIDEWALK be preferable in some situations (2.2.1) and/or SEPARATED BIKE PATH to include other treatments (2.1.2b), particularly as part of a (e.g., expanded sidewalks or boulevard treatment dedicated transit or bicycle facilities) rather than a median if there is not Considerations adequate room for all treatments and May impact underground utilities travel lanes Design must account for impact of median on emergency vehicle movement and access

72 GEOMETRY: SIDEWALKS & MEDIANS 2.2.3 Median

Median on a local residential street: Glenwood Road, Brooklyn

Design Include planted areas and stormwater source controls within medians Medians should be wide enough to wherever possible when a provide refuge to pedestrians at maintenance partner is identifi ed crossings: 5 feet minimum, 6 feet or greater preferred; when planted, Medians must be designed so as to 6 feet minimum maintain drainage of stormwater and not cause ponding Medians should extend beyond the crosswalk at intersections wherever Grade roadways to direct stormwater possible, while accommodating towards medians if the medians vehicle turning movements; the “nose” include suffi cient stormwater source of the median should not infringe on controls the crosswalk width at intersections If work includes tree planting, and should include bollards to protect consider the location of utility pedestrians from wayward vehicles infrastructure, including NYC DEP Provide a path across the median at sewers and water mains; also crossings, fl ush with the roadway and consider visibility for motorists, as at least as wide as the crosswalk cyclists, and pedestrians

Provide a large pedestrian storage Sustainability Opportunities area at crossings to permit groups of pedestrians to safely wait to cross Locate trees and/or plantings within median Medians must provide tactile cues for pedestrians with visual impairments Maximize permeable surface of to indicate the border between the median, e.g., with vegetation, pedestrian refuge area and the permeable paving, or both motorized travel lanes Design any planted areas within Include street trees or plantings median so as to capture stormwater wherever safe and feasible, using according to current standards structural soil where appropriate Use unpaved and permeable surfaces wherever possible with medians

73 2.2.4 Median Safety Island GEOMETRY: SIDEWALKS & MEDIANS

Median Safety Island

USAGE: WIDE

A raised area located at crosswalks that serves as pedestrian refuge separating trafﬁ c lanes or directions, particularly on wide roadways. Also known as a "median refuge island" and "green refuge island." Used at pedestrian crossings when a full MEDIAN is not feasible. Median safety island: Vanderbilt Avenue, Brooklyn A median safety island confers most of the same beneﬁ ts as full MEDIANS at pedestrian crossings. Full MEDIANS should be used rather than median safety islands wherever possible.

Median safety island with landscaping and tree: Empire Boulevard, Brooklyn

Beneﬁ ts Considerations Enhances pedestrian safety and May impact underground utilities accessibility by reducing crossing Landscaping or stormwater source distances and providing refuge for controls require a partner for ongoing pedestrians to cross road in stages maintenance Calms trafﬁ c, especially left turns and through–movements, by narrowing Application roadway at intersection See application guidance Reduces risk of vehicle left–turn and for MEDIAN (2.2.3) head–on collisions at intersection Design Can green and beautify the See design guidance for MEDIAN streetscape with trees and/or vegetation, potentially including Typical island accommodates two stormwater source controls street trees and, where appropriate, bell bollards Trees increase the visibility of the island, thereby usually improving Sustainability Opportunities safety See sustainability opportunities for MEDIAN

74 GEOMETRY: TRAFFIC CALMING 2.3 Trafﬁ c Calming Trafﬁ c Calming

7575 2.3.1 Raised Speed Reducers GEOMETRY: TRAFFIC CALMING

Raised Speed A speed table can be used to provide Design a raised mid–block crossing in Reducers Space raised speed reducers to conjunction with a stop control maintain desired operating speeds USAGE: WIDE Considerations Appropriate warning signs and A raised area of a roadway that Impacts emergency vehicle roadway markings should accompany raised speed reducers deﬂ ects both the wheels and movement frame of a traversing vehicle Snow plows must be given advance Locate raised speed reducers in the middle of the roadway, with with the purpose of reducing warning the gutters kept clear for proper vehicle speeds. May generate additional noise road drainage

Application Use signage or other methods alert operators of snow–clearing Must be requested by a community, The two basic types of raised vehicles to the presence of raised with approval based on a NYC DOT speed reducers are speed humps and speed reducers fi eld study of the location using speed speed tables. Both are typically raised survey, geometric, and street While raised speed reducers (humps, 3 to 4 inches above the level of the operations criteria tables, cushions) are an effective roadway, and both have a proven method to retrofi t existing streets to Avoid on streets that: are designated speed–reducing track record in New reduce motor vehicle speeds in lieu of as a “local” or “through” truck route; York City. While a speed hump is street reconstruction, all newly are on an MTA bus route, tour bus relatively short in length (e.g., 13 feet reconstructed streets should be route, or route of any other bus long), a speed table is longer (e.g., 22 comprehensively designed to achieve operator; are on an emergency vehicle to 30 feet long), with a fl at section desired speeds, e.g., using response or snow emergency route; in the middle, sometimes including a appropriate roadway width and have a Fire Department house RAISED PEDESTRIAN CROSSING (2.3.7). alignment, horizontal defl ection, located on the block; have more than SPEED CUSHIONS (2.3.1a) are a traffi c controls, trees, and other one moving lane per direction; or are variation of speed humps designed to traffi c calming treatments allow easier emergency vehicle, bus, wider than 44 feet or truck passage. The location can be investigated by Sustainability Opportunities NYC DOT for a “Reduced School Benefi ts Utilize recycled content in paving Speed Zone” if a speed reducer is not materials Compels drivers to travel at speeds no feasible but the street has an 85th higher than the street’s design speed percentile speed of 25 mph or higher and is near an eligible school

Speed hump: Bolton Avenue, The Bronx

76 GEOMETRY: TRAFFIC CALMING 2.3.1a Speed Cushion

Raised Speed Reducers: Speed Cushion

USAGE: PILOT

Narrow speed humps that reduce trafﬁ c speeds without causing vertical displacement of vehicles with wide wheel bases (trucks, buses, and emergency vehicles).

Wide vehicles can travel over speed cushions at moderate speed after Speed cushions showing impact on typical vehicles: Vancouver, Canada (Credit: Richard Drdul) aligning properly, making them (Note: for illustrative purposes only) potentially appropriate for use on streets with low- to moderate- frequency emergency, truck, or bus routes.

Speed cushions are typically made from modular, temporary materials.

Speed cushions showing ease of bus passage: Vancouver, Canada (Credit: Richard Drdul) (Note: for illustrative purposes only)

Beneﬁ ts Streets that qualify for RAISED SPEED REDUCERS, except for the See beneﬁ ts of RAISED SPEED presence of a truck, bus or emergency REDUCERS (2.3.1) vehicle route Reduces motor vehicle speeds Consider on non–arterial roadways without hampering bus service or with speeding concerns most commercial vehicles Avoid on arterial roadways Quieter than speed humps on commercial routes Design Can be easily removed, relocated, or See design guidance for repositioned RAISED SPEED REDUCERS

Available as an off–the–shelf product Spacing and dimensions of speed cushions are typically similar to those Considerations of other RAISED SPEED REDUCERS Snow plows must be given advance warning Sustainability Opportunities See sustainability opportunities for Application RAISED SPEED REDUCERS See application guidance for RAISED SPEED REDUCERS

77 2.3.2 Gateway GEOMETRY: TRAFFIC CALMING

Gateway

USAGE: LIMITED

A combination of trafﬁ c–calming and visual measures used at the entrance to a low–speed street to slow entering vehicles and discourage through–trafﬁ c.

Useful at all roadway transitions to slower–speed environments, gateways are especially suited to Gateway to residential street including Greenstreets: Mulry Square, Manhattan entrances to residential side streets and SHARED STREETS. Benefi ts Design The design elements of a gateway Decreases vehicular speeds and Include at a minimum CURB can include CURB EXTENSIONS (2.2.2), discourages through–traffi c without EXTENSIONS (2.2.2) to narrow the a RAISED CROSSING (2.3.7) or blocking or prohibiting vehicular roadway; preferably, vertical driveway treatment, a MEDIAN (2.2.3), access defl ection should also be created landscaping or trees, and community using a RAISED CROSSING or ramped facilities such as seating and Demarcates transitions to low– driveway treatment; if the street is public art. speed, SHARED STREET (2.1.4). or two–way, a MEDIAN (2.2.3) or MEDIAN pedestrian–oriented areas SAFETY ISLAND (2.2.4) can be Provides pedestrians with priority included, space permitting movement across the treated leg of Other design elements can “narrow” a the intersection street visually, including plantings, Considerations public art, bicycle parking, and community facilities such as seating May impact street drainage or require catch basin relocation If work includes tree planting, consider the location of utility May impact underground utilities infrastructure, including NYC DEP May require loss of curbside parking sewers and water mains in some cases Sustainability Opportunities Community facilities typically necessitate the presence of a If gateway includes CURB maintenance partner EXTENSIONS, see sustainability opportunities for CURB EXTENSIONS Many community facilities and sidewalk items require a permit or revocable consent from the city

If gateway includes a RAISED CROSSING (2.3.7), snow plows must be given advance warning

Application

Entrances to SHARED STREETS Consider at entrances to streets with low vehicle volumes or speeds from streets with high vehicle volumes or Gateway at transition from local residential street: Prospect Place, Brooklyn speeds

78 GEOMETRY: TRAFFIC CALMING 2.3.3 Trafﬁ c Diverters

Trafﬁ c Diverters

USAGE: LIMITED

A family of trafﬁ c calming treatments that can be used to slow, redirect or block motor vehicle trafﬁ c, primarily at intersections.

In areas where a goal is to reduce motor vehicle through–trafﬁ c, it may be desirable to create physical barriers that make it impractical or impossible to use local streets for anything other than local access trips.

Forced turn at two–way to one–way transition: West 24th Street, Manhattan

Benefi ts Application Reduces or eliminates short–cut and Consider on local streets with cut–through traffi c speeding or cut–through/short– cutting issues When applied consistently to an area, reduces traffi c speeds Design Can green and beautify the Design traffi c diversion devices to streetscape with trees and/or impact motor vehicle movement but vegetation, improving environmental not bicycle movement; utilize bike quality and potentially incorporating channels or similar design strategies stormwater source controls to allow passage by bicyclists

Considerations Include planted areas and stormwater source controls within traffi c May impact street drainage or require diverters wherever possible when a catch basin relocation maintenance partner is identifi ed May impact underground utilities If work includes tree planting, Emergency vehicle access needs consider the location of utility must be accommodated infrastructure, including NYC DEP Landscaping or stormwater source sewers and water mains controls require a partner for ongoing Sustainability Opportunities maintenance Locate trees and/or plantings within If outfi tted to capture stormwater, diverter when appropriate careful consideration must be given to design, overfl ow control, and Maximize permeable surface of plant species diverter, e.g., with vegetation, permeable paving, or both Design any planted areas within diverter so as to capture stormwater according to current standards

79 2.3.3a Median Barrier GEOMETRY: TRAFFIC CALMING

Trafﬁ c Diverters: Median Barrier

USAGE: LIMITED

An elevated MEDIAN or MEDIAN

SAFETY ISLAND extended through an intersection to prevent left turns and through–movements to and from the intersecting street.

Pedestrian access can be maintained with pedestrian refuges and bicycle access with gaps in the median.

As with typical MEDIANS, trees or Median barrier: Canal Street, Manhattan plantings can be included within the median barrier.

Median barrier: Cooper Square, Manhattan

Beneﬁ ts Application

See benefi ts for TRAFFIC DIVERTERS See application guidance for (2.3.3) TRAFFIC DIVERTERS Enhances safety at intersection by One–way or two–way local streets at reducing potential vehicle movements their intersections with two–way and confl icts, particularly left turns collector or arterial roadways Reduces risk of vehicle head–on Design collisions See design guidance for Reduces risk of motorists running a TRAFFIC DIVERTERS red light or stop sign when approaching from side street See additional design guidance for MEDIAN (2.2.3) Calms traffi c on side street by requiring turn and on major street by Sustainability Opportunities narrowing roadway See sustainability opportunities for Enhances pedestrian safety and TRAFFIC DIVERTERS and MEDIAN accessibility by reducing crossing distances and providing refuge for pedestrians to cross the road in stages

80 GEOMETRY: TRAFFIC CALMING 2.3.3b Forced Turn

Trafﬁ c Diverters: Forced Turn

USAGE: LIMITED

An island or sidewalk extension at the approach to an intersection that prevents left or right turns and through–movements from the intersecting street.

Like other trafﬁ c islands and sidewalk extensions, a forced turn can include plantings or other design features.

Forced turn: Riverside, California (Credit: Ryan Snyder)

Forced turn with bike channel: Berkeley, California (Credit: Jessica Roberts) (Note: for illustrative purposes only)

Beneﬁ ts Application

See beneﬁ ts for TRAFFIC DIVERTERS See application guidance for (2.3.3) TRAFFIC DIVERTERS Enhances safety at intersection by Two–way local streets at their reducing potential vehicle movements intersections with one–way streets and conﬂ icts, particularly left turns or with two–way streets on which a MEDIAN BARRIER (2.3.3a) is Reduces risk of motorists running a not possible red light or stop sign when approaching from side street Design Enhances pedestrian safety and See design guidance for accessibility by reducing crossing TRAFFIC DIVERTERS distances and providing refuge for pedestrians to cross road in stages Sustainability Opportunities See sustainability opportunities for TRAFFIC DIVERTERS

81 2.3.3c Diagonal Diverter GEOMETRY: TRAFFIC CALMING

Trafﬁ c Diverters: Diagonal Diverter

USAGE: PILOT

A barrier or median placed diagonally across an intersection that blocks vehicular through– movements and up to half of their turning movements.

Implementation of a diagonal diverter results in two separate, L–shaped roadways for motor vehicles. Bicycle and walking access can be Diagonal diverter: Vancouver, Canada (Credit: Richard Drdul) maintained through the diverter with (Note: for illustrative purposes only) gaps or ramps, and emergency vehicle access can be maintained with a gap and removable bollards or a mountable curb.

Diagonal diverter with landscaping: Berkeley, CA (Credit: Jessica Roberts)

Beneﬁ ts Application

See benefi ts for TRAFFIC DIVERTERS See application guidance for (2.3.3) TRAFFIC DIVERTERS Strongly discourages motor vehicle Intersections of two one–way or through–traffi c on side streets two–way local streets on which short–cutting traffi c is a severe Slows traffi c by forcing turns problem Greatly enhances safety at intersection by eliminating turning Design confl icts between motor vehicles See design guidance for Reduces the risk of motorists running TRAFFIC DIVERTERS red lights or stop signs Sustainability Opportunities See sustainability opportunities for TRAFFIC DIVERTERS

82 GEOMETRY: TRAFFIC CALMING 2.3.3d Half Closure

Trafﬁ c Diverters: Half Closure

USAGE: PILOT

A physical barrier at an intersection to prohibit trafﬁ c in one direction on an otherwise two–way street, while permitting entry or exit in the other direction.

Also referred to as a partial closure or one–way closure, half closures realize many of the beneﬁ ts of a FULL CLOSURE (2.3.3e) without fully converting a street to a cul–de–sac. Half closure with landscaping and bike access: Portland, Oregon (Credit: Ryan Snyder) Bicycle access can be maintained through the use of a dedicated bicycle channel or other design element.

Half closure: Vancouver, Canada (Credit: Richard Drdul) (Note: for illustrative purposes only)

Beneﬁ ts Application

See benefi ts for TRAFFIC DIVERTERS See application guidance for (2.3.3) TRAFFIC DIVERTERS Enhances safety at intersection by Two–way local streets on which reducing potential vehicular short–cutting traffi c is a severe movements and confl icts problem but for which a FULL CLOSURE (2.3.3e) (cul–de–sac) is not Calms traffi c on affected block by feasible or desirable creating a partial cul–de–sac

Enhances pedestrian safety and Design accessibility by shortening crossing See design guidance for at closure TRAFFIC DIVERTERS Larger closures can create a sizeable public space with community facilities Sustainability Opportunities See sustainability opportunities for TRAFFIC DIVERTERS

83 2.3.3e Full Closure GEOMETRY: TRAFFIC CALMING

Trafﬁ c Diverters: Full Closure

USAGE: PILOT

A physical barrier at an intersection to fully close a street segment to motor vehicle access at one end.

The barrier can be a fence or bollards, a basic sidewalk, or a more elaborate landscaped space or plaza. The affected street segment becomes a cul–de–sac for motor vehicles, while bicycle access can be maintained Full closure with Greenstreet and turnaround: Jewel Avenue, Queens through the use of a dedicated bicycle channel or other design element. Considerations Emergency vehicle access can be Closure of a publicly mapped maintained by using mountable curbs street to vehicular access for over and a clear path. 180 days is subject to §19–107 of the Administrative Code of the City of New York

Application Full closure with landscaping and bike channel: See application guidance for Berkeley, California (Credit: Ryan Snyder) TRAFFIC DIVERTERS

Benefi ts One–way or two–way local streets on which short–cutting traffi c is a severe See benefi ts for TRAFFIC DIVERTERS problem and for which conversion to a (2.3.3) cul–de–sac is feasible and desirable Completely eliminates motor vehicle through–traffi c on side street Design Enhances safety at intersection by See design guidance for reducing potential vehicular TRAFFIC DIVERTERS movements and confl icts Depending on the length of the block, Calms traffi c on closed block by a turnaround usable by emergency creating a cul–de–sac vehicles may be necessary at the closed end of the block Enhances pedestrian safety and accessibility by eliminating crossing Sustainability Opportunities at closure See sustainability opportunities for Larger closures can create a sizeable TRAFFIC DIVERTERS public space with community facilities such as seating, plantings, etc.

84 GEOMETRY: TRAFFIC CALMING 2.3.4 Chicane

Chicane

USAGE: PILOT

The creation of a “slalom” effect along a relatively narrow, low- volume road through the use of staggered CURB EXTENSIONS or a serpentine roadway alignment.

Chicanes discourage or make it impossible for drivers to drive in a straight line, which can reduce vehicular speeds.

Chicane: Vancouver, Canada (Credit: Richard Drdul) (Note: For illustrative purposes only)

Benefi ts Avoid on bus routes, truck routes, and major bicycle routes Forces drivers to drive more slowly and with greater awareness, Design particularly at mid–block locations The simplest and most basic Can green and beautify the approach to create a chicane is to streetscape with trees and/or alternate on–street parking (parallel vegetation, improving environmental or angled) from one side to the other; quality and potentially incorporating in this case, CURB EXTENSIONS (2.2.2) stormwater source controls at the beginning and end of each grouping of parking Considerations If utilizing CURB EXTENSIONS, see May impact street drainage or require CURB EXTENSION section for general catch basin relocation design considerations May impact underground utilities Use vertical elements to alert drivers May require loss of curbside parking and snow plow operators to presence Landscaping or stormwater source of chicanes controls require a partner for ongoing Sustainability Opportunities maintenance Locate trees and/or plantings within If outfi tted to capture stormwater, chicane curb extensions when careful consideration must be given appropriate to design, overfl ow control, and plant species Maximize permeable surface of chicane curb extensions, e.g., with May impact snow plows and street vegetation, permeable paving, or both sweepers Design any planted areas within Application chicane curb extensions to capture Consider on narrower, low-volume, stormwater according to current local streets (maximum of two moving standards lanes) with demonstrated speeding Chicane at entry to residential neighborhood: issues San Francisco, California (Credit: SF MTA)

85 2.3.5 Neighborhood Trafﬁ c Circle GEOMETRY: TRAFFIC CALMING

Neighborhood Trafﬁ c Circle

USAGE: PILOT

A round trafﬁ c island in the center of a traditional intersection.

Primarily applicable to lower–trafﬁ c intersections, neighborhood trafﬁ c circles can provide many of the advantages of full ROUNDABOUTS, (2.3.6) but using much less space.

Neighborhood trafﬁ c circle with tree: West Palm Beach, Florida (Credit: Ian Lockwood and Timothy Stillings)

Neighborhood trafﬁ c circle with landscaping: Berkeley, California (Credit: John Allen)

Beneﬁ ts Considerations Reduces speeds and accident rates, May impact underground utilities particularly when applied consistently Landscaping requires a partner for to an area ongoing maintenance Can green and beautify the streetscape with trees and/or Application vegetation, improving environmental Consider at existing stop–controlled quality intersections, particularly all–way Inclusion of plantings or art within the stops island creates an attractive focal Consider at intersections of streets point for the neighborhood with low target speeds (25 mph or below) or low vehicle volumes

ROUNDABOUT (2.3.6) should be used instead at high–volume or large intersections

86 GEOMETRY: TRAFFIC CALMING 2.3.5 Neighborhood Trafﬁ c Circle

Neighborhood trafﬁ c circle with landscaping: Vancouver, Canada (Credit: Richard Drdul) (Note: for illustrative purposes only)

Design Install “Keep Right” or similar signs directing drivers to proceed to the Design speeds for movement around right around the circle through the the circle should be 10 to 15 mph; intersection exit speeds should be limited to 15 mph through the circle’s design If work includes tree planting, wherever possible consider the location of utility infrastructure, including NYC DEP Use signs within the center island and sewers and water mains refl ective paint on the curb to improve center island visibility, refl ective Sustainability Opportunities Include street tree(s) wherever Minimize impervious paved areas and possible; include planted areas when utilize permeable paving wherever a maintenance partner is identifi ed possible A protective apron of concrete or Locate trees and/or plantings within textured pavement may be provided neighborhood traffi c circle island around the circle to accommodate wide–turning vehicles; where extreme Maximize permeable surface of geometric constraints exist and truck neighborhood traffi c circle island, volumes are low, trucks may be e.g., with vegetation, permeable accommodated by use of a fully paving, or both mountable roundabout island Design any planted areas within Use small curb radii where right neighborhood traffi c circle island so turns are made as to capture stormwater according to current standards

87 2.3.6 Roundabout GEOMETRY: TRAFFIC CALMING

Roundabout

USAGE: PILOT

An intersection with circular, one–way (counter–clockwise) traffi c around a central circle in which entering traffi c yields to traffi c already in the roundabout.

Roundabouts can vary in size (diameter) and number of lanes and can be designed as unsignalized or signalized intersections. Roundabouts are distinguished from “old–style” trafﬁ c circles/rotaries by their rules for yielding and key design features such Recently installed roundabout in downtown neighborhood: Asheville, North Carolina as horizontal deﬂ ection at entries. (Credit: Anthony Butzek)

Benefi ts Considerations Reduces top vehicular speeds at May require increased spatial signalized intersections, reducing the footprint for intersection, but not severity of accidents approaches Eliminates left turns, a primary cause May impact street drainage or require of accidents catch basin relocation Enhances pedestrian safety when May impact underground utilities used at appropriate intersections May require loss of curbside parking Allows simultaneous movement of Landscaping or stormwater source crossing vehicular streams, often controls require a partner for ongoing processing vehicular traffi c more maintenance effi ciently than signalization If outfi tted to capture stormwater, When used in place of a stop– or careful consideration must be given signal–controlled intersection, may to design, overfl ow control, and plant reduce vehicle emissions and travel species times by reducing start–and–stop driving Application Reduces need to widen streets Intersections with 1) no more than approaching intersection to store 80–90% of volume on the main vehicles under signalized operation facility and 2) having either existing Can green and beautify the all–way stop control, at least three streetscape with trees and/or approaches, high vehicle turning plantings, improving environmental volumes or percentages, or quality and potentially incorporating speeding issues stormwater source controls Consider at locations with heavy Inclusion of public open space, vehicle turning movements, low vegetation or art within the pedestrian crossing compliance, poor roundabout island creates an safety records, or where signalization attractive focal point for the has led or may lead to operational neighborhood issues for pedestrians or bicyclists

88 GEOMETRY: TRAFFIC CALMING 2.3.6 Roundabout

Roundabout with public art and landscaping in residential neighborhood: Delft, Netherlands (Note: for illustrative purposes only)

As a gateway treatment for low– If work includes tree planting, speed (25 mph speed limit or less) or consider the location of utility SHARED STREETS (2.1.4) infrastructure, including NYC DEP sewers and water mains Design Sustainability Opportunities Defl ection should be created for entering vehicles to reinforce yielding Minimize impervious paved areas and behavior; at two–way legs of the utilize permeable paving wherever intersection, use splitter islands to possible provide defl ection as well as to allow Locate trees and/or plantings within pedestrians to cross in two segments Roundabout islands Limit entry and exit speeds through Maximize permeable surface of defl ection and/or raised crossings roundabout islands, e.g., with Curves should accommodate the vegetation, permeable paving, or both design vehicle; use an apron of Design any planted areas within textured paving around the central roundabout islands so as to capture island to slow motor vehicle stormwater according to current movements while accommodating standards larger vehicles such as trucks To improve center island visibility, use refl ective signs within the center island and refl ective paint on the curb Include street tree(s) wherever possible; include planted areas and stormwater source controls when a maintenance partner is identifi ed

89 2.3.7 Raised Crossing GEOMETRY: TRAFFIC CALMING

Raised Crossing

USAGE: LIMITED

A marked pedestrian crosswalk at an intersection or a mid–block location constructed at a higher elevation than the adjacent roadway.

A raised crossing is essentially a speed table, with the full width of the crosswalk contained within the fl at portion of the table, usually 10– to 15–feet wide. It combines the benefi ts of a RAISED SPEED REDUCER Raised crossing at a Gateway to side street: Paris, France (2.3.1) with enhanced visibility for the (Note: for illustrative purposes only) pedestrian crossing. Benefi ts Consider at areas of particularly high pedestrian crossing demand on Compels drivers to travel at narrower streets (maximum of two speeds no higher than the street’s moving lanes), such as locations with design speed pedestrian generators (e.g., major Improves drivers’ awareness commercial or cultural destinations, of presence of pedestrian crossing, transit entrances, parks) on opposite particularly at mid–block crossing sides of the street locations Consider as a more robust option for Used at street GATEWAYS (2.3.2), mid–block crossings can alert drivers that they are Consider on the outer roadways of entering a slower–speed, pedestrian– multi–lane boulevards at crossings oriented street environment Avoid on arterial roadways Allows convenient pedestrian circulation between high foot traffi c Design destinations on opposite sides of a street Appropriate warning signs and roadway markings should accompany Considerations raised crossing May impact street drainage or require Use signage or other methods to alert catch basin relocation snow–clearing vehicle operators to the presence of raised crossing Application Use enhanced, high–visibility street Existing stop–controlled crosswalks materials to further draw attention or other locations where demand to raised crossing exists for a stop–controlled pedestrian crossing that also meet Sustainability Opportunities the criteria for RAISED SPEED See sustainability opportunities for REDUCERS (2.3.1) RAISED SPEED REDUCERS

Utilize recycled content in paving materials Raised Crossing: London, UK (Note: For illustrative purposes only)

90 GEOMETRY: TRAFFIC CALMING 2.3.8 Raised Intersection

Raised Intersection

USAGE: PILOT

An entire intersection raised above the level of the surrounding roadways.

The intersection is typically raised to sidewalk height.

Raised Intersection: Cambridge, Massachusetts

Benefi ts Design Vertical defl ection at entry to Slope of entrance ramps for intersection encourages reduced motorized traffi c can be steep or vehicle speeds shallow, depending on target speeds Improves drivers’ awareness of Use enhanced, high–visibility street presence of crossings materials to further draw attention to raised intersection Visually turns intersection into a pedestrian–oriented zone Sustainability Opportunities

Considerations Minimize impervious paved areas and utilize permeable paving May impact street drainage or require wherever possible catch basin relocation Maximize trees and other green cover Snow plows must be given advance warning Utilize stormwater source controls wherever feasible Application Increase SRI value of paved surfaces Stop–controlled intersections with a to reduce urban heat island impact high volume of pedestrian crossings Raised intersection: London, UK Utilize recycled content in paving (Note: for illustrative purposes only) and low target vehicle speeds materials (e.g., 25 mph or below) Coordinate streetscape/utility work Stop–controlled intersections with a to minimize street cuts history of pedestrian accidents or speeding issues Stop–controlled intersections where enhancing pedestrian movement is a major goal, such as transit stops or commercial areas Avoid on truck routes and at other Raised intersection: Cologne, Germany locations where RAISED SPEED (Credit: Aaron Naparstek) REDUCERS (2.3.1) are not appropriate (Note: for illustrative purposes only)

91 2.4 Street Trees & Plantings GEOMETRY: STREET TREES &GEOMETRY PLANTINGS Street Trees & Plantings

92 92 GEOMETRY: STREET TREES & PLANTINGS 2.4.1 Tree Pits

Tree Pits

USAGE: WIDE

Excavated pits that allow for the planting of street trees within the public right–of–way.

Tree pits are used extensively all over the city and should be used wherever sidewalks exist if subsurface conditions allow. INDIVIDUAL TREE PITS (2.4.1a) are currently the only required design, however CONNECTED TREE PITS (2.4.1b) should be used wherever possible to provide improved tree health, and STORMWATER–CAPTURING TREE PITS (2.4.1c) — those that take water from the roadway — can be considered for pilot projects.

Street trees planted in individual tree pits: Avenue S, Brooklyn

Beneﬁ ts Street trees provide urban wildlife habitat opportunities Vertical elements, such as trees, make streets appear narrower to Trees make streets more attractive drivers, causing them to drive slower Considerations Street trees help to mitigate air pollution and capture carbon dioxide May impact underground utilities from the air, improving environmental NYC DPR contractors will maintain and public health tree pits (individual or connected) for Green cover reduces the urban heat two years after planting, after which island effect and decreases energy each individual property owner is costs related to air temperatures responsible for maintaining the tree pit(s), while NYC DPR retains Street trees provide natural responsibility for and jurisdiction stormwater management over the tree itself Street trees dampen street noise, providing health and psychological beneﬁ ts

93 2.4.1 Tree Pits GEOMETRY: STREET TREES & PLANTINGS

For NYC DOT projects, any street Do not use tree pit grates that are trees included beyond NYC DOT’s ﬂ ush with the sidewalk to cover approved funding must be funded by tree pits NYC DPR or another entity Vertical tree guards that enclose the Tree placement near subsurface tree trunk are not permitted steam lines may transmit too much Stagger street tree species along a heat to tree roots, compromising tree block to avoid species blight health Design tree pits to discourage the Application encroachment of pets

All areas with FULL SIDEWALKS Design sidewalks to direct (2.2.1a) stormwater into tree pits wherever advisable CONNECTED TREE PITS (2.4.1b) should be utilized as an alternative to INDIVIDUAL Sustainability Opportunities TREE PITS (2.4.1a) wherever feasible Maximize size of tree pit while RIBBON SIDEWALK (2.2.1b) should adequately accommodating be used as an alternative to a FULL pedestrian movement and curbside SIDEWALK in areas of low– to access needs moderate–land use density as per its application guidance, in which case Utilize no paving or use permeable street trees do not require tree pits paving over tree pit

Use CONNECTED TREE PITS instead of Design INDIVIDUAL TREE PITS to increase root Meet minimum size and design space and stormwater intake requirements of NYC DPR’s Tree Consider the pilot use of Planting Standards (see Appendix C) STORMWATER–CAPTURING TREE PIT contingent upon accommodation of (2.4.1c) pedestrian capacity and subsurface constraints If work includes tree planting, consider the location of utility infrastructure, including NYC DEP sewers and water mains The New York City Zoning Resolution requires that one tree be provided for every 25 feet of curb frontage for new developments and major alterations Maximize exposed soil to allow more water and air to get to the roots of the tree; use paving or other surface treatments over the tree pit in high pedestrian traffi c areas Tree pit guards or wickets enclosing the perimeter of the tree pit are permitted where their use does not impede pedestrian traffi c and should not impede stormwater fl ow into the tree pit

94 GEOMETRY: STREET TREES & PLANTINGS 2.4.1a Individual Tree Pit

Tree Pits: Individual Tree Pit

USAGE: WIDE

A tree pit within the sidewalk, disconnected from other tree pits, where a street tree is planted.

While this is currently the predominant design around the city, other designs that give tree roots more space and air (such as CONNECTED TREE PITS) can improve tree health and longevity.

Individual tree pits in a median (deep irrigation bags are secured to tree bases): Page Avenue, Staten Island (Credit: NYC DPR)

Use CONNECTED TREE PITS (2.4.1b) rather than INDIVIDUAL TREE PITS wherever possible

Design

See design guidance for TREE PITS NYC DPR standard tree pit size is 5 feet by 10 feet

Sustainability Opportunities Individual tree pit with tree guard: Prospect Avenue, Brooklyn See sustainability opportunities for TREE PITS Beneﬁ ts

See beneﬁ ts of TREE PITS (2.4.1)

Considerations

See considerations for TREE PITS

Application See application guidance for TREE PITS

95 2.4.1b Connected Tree Pits GEOMETRY: STREET TREES & PLANTINGS

Tree Pits: Connected Tree Pits

USAGE: LIMITED

A series of tree pits connected with a continuous trench in order to provide increased root space and stormwater detention.

The trench of connected tree pits should be left uncovered (and, optionally, landscaped) to improve tree root health. However, in areas of heavy pedestrian volumes and limited sidewalk space, the trench can be bridged by sidewalk slabs supported either by structural soil or a subsurface frame system.

Connected tree pits with permeable paver–covered trench: Columbia Street, Brooklyn

Benefi ts Consider RIBBON SIDEWALK as an alternative in areas of low–to– See benefi ts of TREE PITS (2.4.1) moderate land use density as per Provides greater space for tree roots its application guidance and than INDIVIDUAL TREE PITS (2.4.1a), zoning requirements improving tree health and longevity Design In areas where a RIBBON SIDEWALK (2.2.1b) is inappropriate, connected See design guidance for TREE PITS tree pits provide many of the same Where sidewalk coverage is benefi ts necessary (areas of high foot traffi c, Additional soil provides increased limited sidewalk space, or frequent stormwater detention capacity over curbside access), the sidewalk slab or INDIVIDUAL TREE PITS permeable pavers can be bridged over the tree pit trench using Considerations structural soil or a subsurface frame

See considerations for TREE PITS system to increase soil volume

Application Sustainability Opportunities See application guidance for See sustainability opportunities for TREE PITS TREE PITS

Connected tree pits with uncovered trench: Whenever possible in lieu of West Houston Street, Manhattan INDIVIDUAL TREE PITS

96 GEOMETRY: STREET TREES & PLANTINGS 2.4.1c Stormwater–Capturing Tree Pit(s)

Tree Pits: Stormwater– Capturing Tree Pit(s)

USAGE: PILOT

An INDIVIDUAL TREE PIT or

CONNECTED TREE PITS designed to capture stormwater from the adjacent roadway.

If designed well, stormwater– capturing tree pits could beneﬁ t tree health by increasing the amount of water the tree receives and reducing the need for manual watering. The design of the pit is crucial to tree health; stormwater should be ﬁ ltered through an appropriate soil mixture.

Stormwater–capturing tree pit with plantings: San Francisco (Credit: San Francisco Planning Department)

Benefi ts Use connected stormwater– capturing tree pits as an alternative See benefi ts of TREE PITS (2.4.1) to individual stormwater–capturing May improve tree health and reduce tree pits wherever feasible sidewalk heaving by providing Use RIBBON SIDEWALK (2.2.1b) increased water to tree and STREET SWALE (2.4.3) instead Adopting effective stormwater– of STORMWATER–CAPTURING TREE capturing tree pit designs on a PITS in areas of low–to–moderate wide–scale basis could reduce land use density as per their stormwater volumes entering the application guidance sewer system during storms Design Considerations See design guidance for TREE PITS See considerations for TREE PITS Special care must be given to the Careful consideration must be given siting of stormwater–capturing tree to design and overfl ow control pits; if superior sub–drainage doesn’t exist and overfl ow drains are not Application used, tree plantings may fail See application guidance for Stormwater–capturing CONNECTED TREE PITS TREE PITS (2.4.1b) should be used Pilot implementations can be pursued wherever feasible instead of in partnership with NYC DPR or INDIVIDUAL TREE PITS (2.4.1a) another maintenance partner Sustainability Opportunities

Stormwater–capturing tree pit with plantings: See sustainability opportunities for Wellington, NZ (Credit: NYC DCP) TREE PITS (Note: for illustrative purposes only

97 2.4.2 Greenstreet/Planted Area GEOMETRY: STREET TREES & PLANTINGS

Greenstreet/ Planted Area

USAGE: LIMITED

A planted area within the public right–of–way maintained by NYC DPR (through an agreement between NYC DOT and NYC DPR) or another entity such as a business or neighborhood group (through a concession or Large Greenstreet: First Avenue, Manhattan maintenance agreement). Benefi ts there is adequate space to Greenstreets and other planted areas accommodate one Vegetation helps to mitigate air not only provide beauty but also pollution and capture carbon dioxide Consider a greenstreet wherever enhance green cover and can help from the air, improving environmental NYC DPR is willing to maintain the manage stormwater. They can range and public health space and either (1) existing in size and shape from small ribbons underutilized sidewalk space exists, in medians or along sidewalks to Green cover reduces the urban heat (2) existing underutilized roadway traffi c triangles to large stormwater– island effect and decreases energy space (e.g., channelized areas) exists collection swales. costs related to air temperatures that can be converted, or (3) Landscaping beautifi es neighborhood reclaimable excess street right–of– streets way exists beyond the edge of the constructed street Stormwater capture reduces need for regular watering, reducing Consider a non–greenstreet planted maintenance costs area wherever the above criteria are met and a committed partner other Can incorporate community facilities than NYC DPR is willing to maintain such as seating or other furnishings the planted area to encourage social and recreational activities, depending on its size and Design maintenance partner Design details should be determined Considerations on a site–specifi c basis in consultation with NYC DPR, NYC May impact street drainage or require DOT, or other relevant agencies. catch basin relocation If work includes tree planting, Greenstreet with stormwater–capturing design: May impact underground utilities Furmanville Avenue, Queens (Credit: NYC DPR) consider the location of utility Landscaping or stormwater source infrastructure, including NYC DEP controls require a partner for ongoing sewers and water mains maintenance Guards or wickets are permitted If designed to capture stormwater, around planted areas where their use careful consideration must be given does not impede pedestrian traffi c to design, overfl ow control, and plant species Sustainability Opportunities

Design greenstreet/planted area so Application as to capture stormwater according

Landscaped areas incorporating public seating Wherever NYC DPR has made a to current standards maintained by a private partner: Greenwich greenstreet project a priority and Street, Manhattan

98 GEOMETRY: STREET TREES & PLANTINGS 2.4.3 Street Swale

Street Swale

USAGE: PILOT

A vegetated depression running alongside the road into which stormwater is directed.

The function of a street swale is both to detain stormwater — allowing it to infi ltrate the soil — and to convey any overfl ow into the sewer system. As long as plant species are chosen that can tolerate periodic fl ooding and salt, street swales can also beautify the street. They typically require a maintenance entity to clean and Street swale: Church Street at 35th Street and 14th Avenue, Brooklyn occasionally unclog the swale and drains. Benefi ts Design Provides superior stormwater Special care must be given to detention from sidewalk and street the siting of street swale based on subsurface conditions and Permits greening of the streetscape infi ltration rates Beautifi es neighborhood streets, if Should be at least 10 feet from well–maintained building foundations Considerations Should be between 5– and 10–feet May impact street drainage or require wide with a 2–foot fl at bottom catch basin relocation where possible May impact underground utilities Longitudinal slope should not be greater than 5% Street swales require an ongoing partner for such maintenance To help sustain plant health, plants activities as vegetation replacement, used in a street swale must be debris and garbage removal, and comprised of species that require low clearing of sediment and debris from maintenance and can tolerate salt, any drainage structures frequent inundation, and periods of drought Careful consideration must be given to design, overfl ow control, and plant If work includes tree planting, consider the location of utility Street swale: Eugene, Oregon species infrastructure, including NYC DEP Application sewers and water mains Consider in areas of lower–density Sustainability Opportunities land use where a RIBBON SIDEWALK (2.2.1b) would be appropriate in Maximize size of swale while partnership with NYC DPR or another adequately accommodating maintenance partner pedestrian movement and curbside access needs, through fl ush or cut Consider along parks and open space curbs and other design elements Avoid in areas of high foot traffi c or

Street swale: Church Street at 35th Street and curbside activity 14th Avenue, Brooklyn

3 Materials

3.0 Introduction ...... 104 3.1 Roadways ...... 107 3.1.1 Asphaltic Concrete ...... 108 a Imprinted Asphalt ...... 109 b High Albedo Asphalt ...... 110 c Porous Asphalt ...... 111 3.1.2 Concrete ...... 112 3.1.3 Granite Block ...... 113 a Modular Cobblestones ...... 114 3.1.4 Interlocking Permeable Concrete or Asphalt Pavers ...... 115

3.2 Crosswalks ...... 116 3.2.1 Granite Pavers ...... 117 3.2.2 Thermoplastic Imprinting ...... 118

3.3 Sidewalks...... 119 3.3.1 Untinted Concrete ...... 120 a Tinted Concrete ...... 121 b Tinted Concrete with Exposed Light–Colored Aggregate ...... 122 c Tinted Concrete with Silicon Carbide Treatment ...... 123 d Sand–Colored Concrete with Exposed Aggregate ...... 124 e Porous Concrete ...... 125 f London Pavers ...... 126 3.3.2 Mastic Asphalt ...... 127 3.3.3 Hexagonal Asphalt Pavers ...... 128 3.3.4 Bluestone Flags ...... 129 3.3.5 Granite Slabs ...... 130 3.3.6 Rubber Pavers ...... 131

3.4 Sidewalk Furnishing Zones ...... 132 3.4.1 Granite Block ...... 133 b Concrete Cobbles ...... 134 c Modular Cobblestones ...... 135 3.4.2 Square Asphalt or Concrete Pavers ...... 136 3.4.3 Concrete with Exposed Glass Aggregate ...... 137

3.5 Curbs ...... 138 3.5.1 Untinted Concrete ...... 139 a Tinted Concrete ...... 140 b Integral Concrete Curb and Gutter ...... 141 3.5.2 Granite ...... 142

3.6 Plazas ...... 143 3.6.1 Imprinted Asphalt ...... 144 3.6.2 Hexagonal Concrete Pavers ...... 145 3.6.3 Decorative Gravel ...... 146 a Resin–Bound Gravel ...... 147

101 Materials Reference Guide MATERIALS

Section Material Standard Optional Historic Pilot 3.1 Roadway 3.1.1 Asphaltic Concrete ● 3.1.1a Imprinted Asphalt ● 3.1.1b High Albedo Asphalt ● 3.1.1c Porous Asphalt ● 3.1.2 Concrete ● 3.1.3 Granite Block ●● 3.1.3b Modular Cobblestones ● 3.1.4 Permeable Asphalt or Concrete Pavers ●

3.2 Crosswalk Same as Roadway 3.1.1 Asphaltic Concrete ● 3.1.1a Imprinted Asphalt ● 3.1.1b High Albedo Asphalt ● 3.1.1c Porous Asphalt ● 3.1.2 Concrete ● 3.1.3 Granite Block ●● 3.1.3b Modular Cobblestones ● 3.1.4 Permeable Asphalt or Concrete Pavers ● 3.2.1 Granite Pavers ● 3.2.2 Thermoplastic Imprinting ●

3.3 Sidewalks 3.3.1 Untinted Concrete ● 3.3.1a Tinted Concrete ●● 3.3.1b Tinted Concrete with Exposed Light–Colored Aggregate ● 3.3.1c Tinted Concrete with Silicon Carbide Treatment ● 3.3.1d Sand–Colored Concrete with Exposed Aggregate ● 3.3.1e Porous Concrete ● 3.3.1f London Pavers ● 3.3.2 Mastic Asphalt ● 3.3.3 Hexagonal Asphalt Pavers ● 3.3.4 Bluestone Flags ● 3.3.5 Granite Slabs ● 3.3.6 Rubber Pavers ●

3.4 Sidewalk Furnishing Zones Same as Sidewalk 3.3.1 Untinted Concrete ● 3.3.1a Tinted Concrete ●● 3.3.1b Tinted Concrete with Exposed Light–Colored Aggregate ● 3.3.1c Tinted Concrete with Silicon Carbide Treatment ●

102 MATERIALS Materials Reference Guide

Section Material Standard Optional Historic Pilot 3.3.1d Sand–Colored Concrete with Exposed Aggregate ● 3.3.1e Porous Concrete ● 3.3.1f London Pavers ● 3.3.2 Mastic Asphalt ● 3.3.3 Hexagonal Asphalt Pavers ● 3.3.4 Bluestone Flags ● 3.3.5 Granite Slabs ● 3.3.6 Rubber Pavers ● 3.4.1a Concrete Cobbles ● 3.4.1b Modular Cobblestones ● 3.4.2 Square Asphalt Pavers ● 3.4.3 Concrete with Exposed Glass Aggregate ●

3.5 Curbs 3.5.1 Concrete ● 3.5.1a Tinted Concrete ● 3.5.1b Granite ●● 3.5.2 Integral Concrete Curb and Gutter ●

3.6 Plazas Same as Sidewalk Furnishing Zones 3.3.1 Untinted Concrete ● 3.3.1a Tinted Concrete ●● 3.3.1b Tinted Concrete with Exposed Light–Colored Aggregate ● 3.3.1c Tinted Concrete with Silicon Carbide Treatment ● 3.3.1d Sand–Colored Concrete with Exposed Aggregate ● 3.3.1e Porous Concrete ● 3.3.1f London Pavers ● 3.3.2 Mastic Asphalt ● 3.3.3 Hexagonal Asphalt Pavers ● 3.3.4 Bluestone Flags ● 3.3.5 Granite Slabs ● 3.3.6 Rubber Pavers ● 3.4.1a Concrete Cobbles ● 3.4.1b Modular Cobblestones ● 3.4.2 Square Asphalt Pavers ● 3.4.3 Concrete with Exposed Glass Aggregate ● 3.6.1 Imprinted Asphalt ● 3.6.2 Hexagonal Concrete Pavers ● 3.6.3 Decorative Gravel ● 3.6.3a Resin–Bound Gravel ●

103 3.0 Introduction MATERIALS

Introduction About this Chapter New Sidewalk Standards for This chapter identifi es attractive and Commercial Districts practical materials for use at Pending regulatory change, sidewalks recommended locations. abutting properties in certain commercial districts shall be Usage Categories constructed of Tinted Concrete The materials have been divided (3.3.1a). The affected sidewalks will into four categories: wide use or be in commercial districts C4–4 “standard” application, limited use through C4–7, C5 and C6, as defi ned or “optional” application, “historic” in the Zoning Resolution of the City of landmark application, and “pilot” New York (see map on opposite page). application. As such, any sidewalk installation or replacement constituting 50% or Projects utilizing the standard more of the total square footage of materials in the identifi ed contexts the sidewalk abutting a property will generally only require a permit located in the aforementioned from NYC DOT. Optional materials commercial districts will be required will receive expedited review but will to use the new sidewalk standard. generally require a maintenance agreement. Paving materials not Specifi cation Sources included in this manual may be The recommendations in this chapter proposed but are discouraged and will supplement rather than replace require full design and engineering existing engineering standards. review from the Design Commission Readers are directed to the sources and NYC DOT and will require a noted below, those listed in Appendix maintenance agreement. C, and any applicable resources.

Standard Detailed information on the Material is required in specifi ed specifi cations for standard materials context(s) unless a distinctive is contained in the NYC DOT/DDC treatment is approved by NYC DOT Standard Highway Specifi cations. and the Design Commission. Typical construction details are provided in the NYC DOT Standard Optional Details of Construction. Information Material is permitted for use in regarding standard procedures and specifi ed context(s), pending city approval requirements is provided in review. Optional materials require the Instructions for Filing Plans and approval from the Design Commission Guidelines for the Design of before being installed. Sidewalks, Curbs, Roadways and Other Infrastructure Components. Historic Material is subject to the The design guidance described requirements of the New York City here does not supersede any existing Landmarks Preservation Commission. federal, state or local laws, rules, and regulations. All projects remain Pilot Usage subject to relevant statutes, such as Materials with sustainable properties the Zoning Resolution of the City of that will be tested prior to New York, City Environmental classifi cation in future editions of this Quality Review (CEQR) and manual either as standard or optional. appropriate reviews and approvals of oversight agencies.

104 MATERIALS

Map of Commercial Districts with New Sidewalk Standard (Credit: NYC Department of City Planning)

Select Commercial Zones

C4–4 to C4–7 C5 C6 Parks

105 3.0 Introduction MATERIALS

Applicability and Exceptions The Design Commission reviews All new projects that signifi cantly distinctive sidewalks for their aesthetic impact public and private streets impact on the streetscape. A sidewalk should follow these guidelines. NYC is considered distinctive if it deviates DOT approval will be based on site from that neighborhood’s standard, specifi c conditions and cost–effective which in most cases is Department of engineering standards and judgment, Transportation grey concrete with a with the safety of all street users being 5–by–5–foot scoring pattern, but can of paramount importance. include cobble or granite block in areas where the historic fabric remains Sidewalk Reviews and Approvals intact. Designs for distinctive Installation of sidewalk associated sidewalks in front of existing buildings with new building construction is are submitted through the NYC DOT. coordinated by the Department of Designs for distinctive sidewalks that Buildings through the Builder’s are part of new construction projects Pavement Plan. For other installations are submitted through the Department of new sidewalk, property owners or of Buildings. For more information, constructing entities must fi le a please visit the Design Commission’s Sidewalk, Curb & Roadway Application website at nyc.gov or call 311. (SCARA) with NYC DOT. All treatments in ”optional” or ”pilot” usage categories Maintenance Agreements also require the fi ling of a Distinctive Each treatment in this chapter has a Sidewalk Application and receiving of statement indicating whether or not approval from the Design Commission the material requires a maintenance before being installed. For more agreement before being installed. This information on sidewalk permits, agreement requires that the adjacent reviews, and approvals, download the property owner, installing entity, or Instructions for Filing Plans and some other entity will generally be Guidelines for the Design of Sidewalks, responsible for maintaining that Curbs, Roadways and Other material and providing appropriate Infrastructure Components at nyc.gov/ insurance. For sidewalks and curbing, streetdesignmanual. For further the constructing entity must fi le a information, please contact the Distinctive Sidewalk Improvement NYC DOT Bureau of Permit Maintenance Agreement with the NYC Management & Construction Control. DOT Bureau of Permit Management & For contact information visit nyc.gov/ Construction Control. For other dot or call 311. materials requiring maintenance agreements — such as roadbeds, furnishing zones and plazas — proposals should fi rst be reviewed with the appropriate NYC DOT Borough Commissioner. Contact information for NYC DOT Borough Commissioners can be found at nyc.gov/dot or by calling 311.

106 MATERIALS: ROADWAYS 3.1 Roadways Roadways

Roadways represent the paved central portion of the street that allow access to and movement through an area (see Glossary). Most roadways are designed for vehicular use.

107107 3.1.1 Asphaltic Concrete MATERIALS: ROADWAYS

Asphaltic Concrete

USAGE: STANDARD

Mixture of asphalt binder and stone aggregate, usually laid on a concrete base and compacted by a roller to form a solid road surface.

Typical black asphalt roadway: Delancey Street at Forsyth Street, Manhattan

Benefi ts Material is preferred road surface Provides smooth, durable, and for cyclists frictionally excellent road surface This material is generally Material is widely available and cost maintained by NYC DOT effective Design Impervious quality channels water to Minimum 3–inch–thick wearing the curb on crowned roadways course, typically Dark color hides dirt and stains, Roadway should be crowned to drain creates background for high– stormwater from the road surface contrast markings May require concrete base Easy to maintain and patch Specifi cation source: NYC DOT Can be pigmented or imprinted for Standard Specifi cations sections varied purposes 2.05, 3.01, 4.01, 4.02 Asphalt can be recycled Detail source: NYC DOT Standard Considerations Details drawing H–1034 and related

Prone to rutting and shoving under Sustainability Opportunities high volumes of heavy vehicles High recycled asphalt (RAP) content

Application Asphalt with high SRI values Asphalt is standard for roadbeds Porous asphalt in all neighborhoods unless otherwise speciﬁ ed

108 MATERIALS: ROADWAYS 3.1.1a Imprinted Asphalt

Imprinted Asphalt

USAGE: OPTIONAL

Machine–heated asphalt, imprinted with a pattern template and colored with protective coating.

Imprinted asphalt pedestrian plaza in the roadway: 185th Street at Amsterdam Avenue, Manhattan

Pattern and colored coating may deteriorate if exposed to regular vehicle trafﬁ c

Application Appropriate for roadways or parts of roadways with no regular vehicular trafﬁ c, such as restricted–use streets, pedestrian streets, or plazas Can be used for areas of the roadbed that are not intended for regular Taranto, Italy vehicle travel, such as textured (Credit: Integrated Paving Concepts®) aprons or medians

Benefi ts Use of this material generally requires a maintenance agreement See benefi ts of ASPHALTIC CONCRETE (3.1.1) Design Visually defi nes pedestrian or See design guidance for ASPHALTIC non–vehicle areas CONCRETE Can be installed on existing asphalt Can be installed on existing asphalt that is in good condition that is in good condition Preserves asphalt roadway for vehicle Various patterns and colors available use if necessary Specifi cation source: NYC DOT More cost–effective than unit pavers Standard Specifi cations section Easier to maintain than unit pavers 6.45B

Considerations Sustainability Opportunities

See considerations for ASPHALTIC See sustainability opportunities for CONCRETE ASPHALTIC CONCRETE

High SRI value coloring

109 3.1.1b High Albedo Asphalt MATERIALS: ROADWAYS

High Albedo Asphalt

USAGE: PILOT

Asphalt roadway comprised of light–colored aggregate and/or binder producing high Solar Reﬂ ectance Index (SRI) values.

Highway showing left side paved with high–albedo asphalt and the right side paved with conventional asphalt: Interstate 10, West Texas (Credit: The Citizen Scientist, April 16, 2004)

Benefi ts Use of this material generally requires a maintenance agreement See benefi ts of ASPHALTIC CONCRETE (3.1.1) Design Refl ects more of the sun’s rays and See design guidance for ASPHALTIC absorbs less heat than traditional CONCRETE black asphalt pavement, mitigating the urban heat island effect Aggregate: light in color Asphaltic cement: white or light– Considerations colored binder if available Conventional Asphalt See considerations for ASPHALTIC Other options: white chippings in CONCRETE hot–rolled asphalt Light–colored natural aggregates are considerably more expensive than Sustainability Opportunities dark because of limited local See sustainability opportunities for availability ASPHALTIC CONCRETE

Application Streets with high sun exposure, ideally in an urban setting sheltered from wind, where impacts on surrounding air quality can be effectively measured. Should be piloted on streets with low vehicle trafﬁ c Should not be piloted where frequent utility cuts are likely High Albedo Asphalt

By reﬂ ecting sunlight, lighter–colored paving reduces the urban heat island effect

110 MATERIALS: ROADWAYS 3.1.1c Porous Asphalt

Porous Asphalt

USAGE: PILOT

Standard asphaltic concrete mixed without ﬁ ne particles and with low binder content, leaving space for water to drain through to an open–graded stone bed.

Voids in between stones allow water to pass through (note: for demonstration purposes, this example shows a clear resin, not asphalt, to bind the aggregate particles)

Beneﬁ ts Must have adequate subsurface conditions to detain stormwater See beneﬁ ts of ASPHALTIC CONCRETE (3.1.1) Avoid where there is potential for soil contamination Exhibits similar structural properties as conventional asphalt Can be used to pave an entire roadway or just the parking lane or Allows stormwater to drain through, gutter strip reducing runoff into the sewer system Should not be piloted where frequent Reduces likelihood of ponding and utility cuts are likely slick or icy road conditions Use of this material generally May be less prone to cracking in requires a maintenance agreement winter than conventional pavement

Design Considerations See design guidance for ASPHALTIC See considerations for ASPHALTIC CONCRETE CONCRETE Aggregate should be no smaller than Not appropriate for use where 600 μm, or the No. 30 sieve there is water–sensitive subsurface infrastructure Asphaltic cement should be 5.75–6.0% bituminous asphalt Not effective at greater than content by weight 5% slope Requires 18– to 36–inch stone Only certain soil types are infi ltration bed with detention system appropriate as subbases for and/or overfl ow controls and even infi ltration distribution of stormwater Porosity can covey harmful chemicals Bottom of infi ltration bed should be at into the soil least 3 feet above high water table May require routine vacuuming of and 2 feet above bedrock surface to maintain porosity Sustainability Opportunities Conventional asphalt causes rainwater to pool Application while porous asphalt allows it to permeate the See sustainability opportunities for ground below On a level street above the high water ASPHALTIC CONCRETE table with low vehicle traffi c

111 3.1.2 Concrete MATERIALS: ROADWAYS

Concrete

USAGE: STANDARD

Mixture comprised of cement(s), aggregate(s), water, and other chemical admixtures, poured over metal reinforcement bars, smoothed, and then allowed to harden, forming a solid road surface.

Typical concrete roadbed: West Side Highway, Manhattan

Application Should be used wherever engineering criteria dictates, such as bridges, vaulted roadways, or bus pads Should not be used where frequent utility cuts are likely Will be evaluated on a case–by–case basis based on engineer review of roadway structure Typical concrete bus pad: Manhattan Ave at 114th Street, Manhattan This material is generally maintained by NYC DOT Benefi ts Design Provides durable and frictionally Must have joints to allow for excellent road surface expansion no more than 20 feet apart This material is widely available and May require metal reinforcement bars cost effective as specifi ed by NYC DOT Impervious quality channels water to Specifi cation source: NYC DOT the curb on crowned roadways Standard Specifi cations sections Resists rutting and shoving that can 3.05, 4.05 occur with asphalt Detail source: NYC DOT Standard Compared to asphalt, reduces Details drawing H–1050 impact of vehicle travel vibrations Detail source (bus pad): NYC DOT on sub–surface features and Standard Details drawings H–1005, neighboring structures H–1005 A Considerations Sustainability Opportunities Diffi cult to replace or patch in Supplementary cementitious sections where utility cuts or materials (SCM) defects occur

112 MATERIALS: ROADWAYS 3.1.3 Granite Block

Granite Block

USAGE: OPTIONAL/HISTORIC

Historic smooth–ﬁ nish granite block unit pavers often referred to as ”cobblestones,” commonly used throughout New York City in the 19th Century.

Typical cobblestone roadway: Jay Street at Hudson Street, Manhattan

Benefi ts from vehicle lanes or vehicle lanes from pedestrian areas (see 3.4.1) Reinforces historic character Calms vehicle traffi c Can be used to designate areas of the roadbed not intended for regular Visually delineates separation of vehicle travel, such as pedestrian street uses or modal priorities streets or textured gutters, aprons, Cobblestones are relatively easy to or medians remove and reset, especially for utility Use of this material is subject to the access LPC when used in historic districts with existing cobblestones Considerations Cobblestone pedestrian street: This material is generally Stone Street, Manhattan Stones can become loose over time maintained by NYC DOT when used and will require regular maintenance in historic districts May generate signifi cant noise from Use of this material outside of vehicle tires historic districts generally requires Uneven surface can hinder a maintenance agreement pedestrian, cyclist, and disabled persons’ mobility Design Provision should be made for a Can be sand–set for easier installation smooth cycling surface if it's part of a and greater permeability, or mortar– planned bike route set for stronger structural properties Can be slippery when wet May require concrete base Specifi cation source: NYC DOT Application Standard Specifi cations sections Should be used wherever there is 2.06, 6.04 existing cobblestone in areas where the historic fabric remains intact Sustainability Opportunities May be used to provide visual Salvaged cobbles delineation to separate bike lanes Permeable installation

113 3.1.3a Modular Cobblestone MATERIALS: ROADWAYS

Modular Cobblestone

USAGE: OPTIONAL

A pre–assembled grid of smooth saw–cut ﬁ nish granite cobbles fastened to a sturdy backing and installed as modular tiles.

Modular cobblestone pedestrian street: Broad Street at Wall Street, Manhattan

Benefi ts Can be used for areas of the roadbed that are not intended for regular See benefi ts of GRANITE PAVERS vehicle travel, such as textured (3.1.3) aprons or medians Easier to install and maintain than Should not be used where frequent traditional cobblestone utility cuts are likely Smooth, saw–fi nish stones do not Use of this material generally hinder pedestrian or cyclist mobility requires a maintenance agreement Considerations Design See considerations for Requires concrete base GRANITE PAVERS Various colors and styles available Exact lifecycle of product is unknown Specifi cation source: NYC DOT Application Standard Specifi cations section Modular cobblestone installation: Broad Street Road ways with no regular vehicular 6.06MC at Wall Street, Manhattan (Credit: Eurocobble®) traffi c such as restricted–use streets, pedestrian streets, or plazas

114 MATERIALS: ROADWAYS 3.1.4 Interlocking Permeable Concrete or Asphalt Pavers

Interlocking Permeable Concrete or Asphalt Pavers

USAGE: PILOT

Interlocking unit pavers with voids between them to allow rainwater to pass through.

Voids between pavers allow rainwater to trickle through: Bicentennial Park, Sydney, Australia (Credit: Water Sensitive Urban Design)

Benefi ts Application Similar structural properties to On a level street above the high water conventional unit pavers table with low vehicle traffi c and few heavy vehicles Allows stormwater to drain through, reducing runoff into the sewer system Must have adequate subsurface conditions to detain stormwater Reduces likelihood of ponding and slick or icy road conditions Can be used to pave an entire roadway or just the parking lane or Considerations gutter strip Not appropriate for use where there is Avoid where there is potential for soil water–sensitive subsurface contamination infrastructure Use of this material generally Not effective at greater than requires a maintenance agreement 5% slope Design Only certain soil types are appropriate as subbases for Hard joint sand should be used where infi ltration vehicles will drive over the pavers Permeable paving treatment used in a parking lot: Sutherland Shire, Sydney, Australia Permeability can convey harmful Requires 18– to 36–inch stone (Credit: Water Sensitive Urban Design) chemicals into the soil infi ltration bed with detention system and/or overfl ow controls, and even Unit pavers can become loose over distribution of stormwater time and will require regular maintenance Bottom of infi ltration bed should be at least 3 feet above high water table Vegetative growth in voids will occur and 2 feet above bedrock May require routine vacuuming of surface to maintain permeability Sustainability Opportunities Supplementary cementitious materials (SCM)

High recycled asphalt (RAP) content

115 3.2 Crosswalks MATERIALS Crosswalks

Crosswalks are delineated areas of the roadbed that indicate where pedestrians are expected to cross and alert drivers to that possibility (see Glossary). In certain instances, crosswalks may have patterns or be constructed from materials that further increase their visibility or add character to a neighborhood. This section is intended to include only surface materials approved for creating distinctive crosswalks. It does not include guidance on using standard thermoplastic markings to designate crosswalks for trafﬁ c control purposes. For this information, please refer to the Federal Manual on Uniform Trafﬁ c Control Devices.

In addition to the materials listed in this section, all materials listed in the Roadways section may be used in crosswalks as well, according to the application guidance provided.

116 MATERIALS: CROSSWALKS 3.2.1 Granite Pavers

Granite Pavers

USAGE: OPTIONAL

Stone unit paver known for durability and associated with high–quality traditional streets.

Example of square granite pavers in a crosswalk: 48th Avenue at Center Boulevard, Queens

Design Crosswalks generally should comply with MUTCD standards Paver size: minimum 4 inches for shortest dimension, maximum 30 inches for longest dimension, minimum 5–inches thickness for vehicular roadbed Long granite pavers set in poured concrete: West Side Highway, Manhattan Pavers that have a ratio of length to width greater than 2:1 should only be Benefi ts used when set in poured concrete Visually enhances crosswalk because of the likelihood of breakage under heavy–vehicle traffi c Considerations Granite must have a textured surface Due to the possibility of pavers that provides suffi cient slip cracking or becoming uneven, and resistance to meet a minimum 0.60 asphalt shoving at the borders, coeffi cient of friction when wet application requires attentive Specifi cation source: NYC DOT maintenance Standard Specifi cations section 6.04

Application Sustainability Opportunities Crosswalks on historic streets or Salvaged pavers where distinction is desired and there are low volumes of heavy vehicle trafﬁ c Should not be used where frequent utility cuts are likely

Use of this material generally requires a maintenance agreement

117 3.2.2 Thermoplastic Imprinting MATERIALS: CROSSWALKS

Thermoplastic Imprinting

USAGE: OPTIONAL

Thermoplastics applied into grooves created by heating and imprinting the asphalt.

Decorative thermoplastic imprinting: Ocean City, NJ (Credit: Integrated Paving Concepts)

Considerations As in any other application, thermoplastics will wear the most at the points of greatest abrasion from vehicle tires and may need to be touched–up or re–applied within 5 to 10 years

Application Thermoplastic imprinting can be used on any crosswalk on an asphalt roadbed Avoid where frequent utility cuts are likely Close–up of thermoplastic imprinting: Seattle, WA (Credit: Integrated Paving Concepts) Use of this material generally requires a maintenance agreement. Benefi ts Design Visually enhances crosswalk Crosswalks generally should comply Preserves existing asphalt surface with MUTCD standards Because the thermoplastics are Color and pattern can be customized imprinted below the level of the road Specifi cation source: NYC DOT surface, the application will not begin Standard Specifi cations section to wear until about ¼ inch of the 6.45 A asphalt has been worn away, resulting in a longer lifespan than typical thermoplastic crosswalks markings

118 MATERIALS: CROSSWALKS 3.3 Sidewalks Sidewalks

Sidewalks are paths for pedestrians alongside a road (see Glossary). The primary function of a sidewalk is to provide pedestrian movement and access to buildings and lots, parks, and other destinations. However, sidewalks also function as a site for loading and unloading vehicles, as public meeting and gathering spaces, as a place for outdoor dining, a venue for commerce or expression, and sometimes as an opportunity to beautify the streetscape with natural vegetation. Sidewalks require pedestrian ramps with detectable warning strips at all crossings, as described in the ADA Standards for Accessible Design.

119119 3.3.1 Untinted Concrete MATERIALS: SIDEWALKS

Untinted Concrete

USAGE: STANDARD

Mixture comprised of cement(s), aggregate(s), water, and other chemical admixtures, smoothed and then allowed to harden, forming a solid sidewalk surface.

Typical concrete sidewalk: West Street at 16th Street, Manhattan

Concrete ribbon sidewalk: Rockaway Beach Boulevard, Queens

Beneﬁ ts Design Provides durable and frictionally Flag size: 5 feet by 5 feet excellent sidewalk surface Joint: “tooled joint” or simulated This material is widely available and saw–cut joint scoring patterns cost effective Typically requires 6–inch gravel base

Considerations May require metal reinforcement bars as specifi ed by NYC DOT Diffi cult to patch in sections where utility cuts or defects occur Specifi cation source: NYC DOT Standard Specifi cations sections Application 2.02, 2.15, 2.22, 3.05, 4.13 Appropriate for sidewalks on all Detail source: NYC DOT Standard non–commercial and non–historic Details drawing# H–1045 streets and select commercial streets unless otherwise specifi ed Sustainability Opportunities Other options should be evaluated Supplementary cementitious where frequent utility cuts are likely materials (SCM)

Adjacent property owners are generally responsible for maintaining this material

120 MATERIALS: SIDEWALKS 3.3.1a Tinted Concrete

Tinted Concrete

USAGE: STANDARD*/HISTORIC

Same mixture as untinted concrete, but with a pigment. Also used in historic districts to simulate historic pavers that cannot be replaced in kind, as per LPC guidelines.

* Pending regulatory change, this material may be standard only for commercial districts C4–4 through C4–7, C5 and C6, as deﬁ ned in the Zoning Resolution of the City of New York.

Typical tinted concrete sidewalk with simulated saw–cut joint scoring: Broadway at Exchange Place, Manhattan

Beneﬁ ts Design in Commercial Districts

See benefi ts of UNTINTED CONCRETE Flag size: 5 feet by 5 feet (3.3.1) Pigmenting: 3% Light Grey Portland Dark tinting visually enhances Cement sidewalk and emphasizes urban Joint: simulated saw–cut joint scoring character in areas with greatest commercial and retail density Typically requires 6–inch gravel base Reinforces historic character May require metal reinforcement bars as specifi ed by NYC DOT Bluestone pavers shown in the foreground, (if applicable) with tinted concrete to simulate the historic Specifi cation source: NYC DOT pavers shown in the background: Hudson Street Scored joints provide cleaner look, at Christopher Street, Manhattan simulating individually hewn blocks of Standard Specifi cations section 4.13 stone. Design In Historic Districts Considerations Flag size and pigmenting to match

See considerations for UNTINTED existing pavers as per LPC guidelines CONCRETE Joint: “tooled joint” scoring

Application Typically requires 6–inch gravel base Standard in commercial districts May require metal reinforcement bars C4–4 through C4–7, C5 and C6, as as specifi ed by NYC DOT defi ned in the Zoning Resolution of Specifi cations and standard details the City of New York available in the LPC guidelines Required in historic districts when Sustainability Opportunities bluestone or granite is being replaced, as per LPC guidelines See sustainability opportunities for UNTINTED CONCRETE Adjacent property owners are generally responsible for maintaining this material

121 3.3.1b Tinted Concrete with Exposed Light–Colored Aggregate MATERIALS: SIDEWALKS

Tinted Concrete with Exposed Light– Colored Aggregate

USAGE: OPTIONAL

Same mixture as tinted concrete, but with addition of exposed light–colored pebble–sized aggregate. Joints are scored to simulate saw–cutting.

Tinted concrete sidewalk with light–colored exposed aggregate (note: this example does not include the required “simulated saw–cut joint” scoring pattern): 42nd Street at Grand Central Terminal, Manhattan

Benefi ts Adjacent property owners are generally responsible for See benefi ts of TINTED CONCRETE maintaining this material (3.3.1a) Exposed aggregate creates a texture Design and more natural appearance See design guidance for TINTED Exposed aggregate camoufl ages CONCRETE dirt and gum Aggregate: pebble–sized, light in color

Considerations Aggregate speciﬁ cation source: NYC DOT Standard Speciﬁ cations section See considerations for TINTED 4.13 E, item numbers 4.13 EAGG (for CONCRETE four–inch sidewalk), 4.13 EBGG (for Application seven–inch sidewalk)

This material is recommended Sustainability Opportunities for commercial areas with high See sustainability opportunities for foot trafﬁ c TINTED CONCRETE Because this is an optional sidewalk treatment, it is best used when applied to entire blocks, rather than to the sidewalks of individual small properties which would create a “patchwork” effect

122 MATERIALS: SIDEWALKS 3.3.1c Tinted Concrete with Silicon Carbide Treatment

Tinted Concrete with Silicon Carbide Treatment

USAGE: OPTIONAL

Same mixture as tinted concrete, but treated with silicon carbide to add sparkle.

Tinted concrete sidewalk with silicon carbide treatment, shown with non–standard ﬂ ag size: San Francisco, CA (Credit: Flickr user “Caribb”)

Beneﬁ ts Design

See benefi ts of TINTED CONCRETE See design guidance for (3.3.1a) TINTED CONCRETE Sparkle adds distinction and visual Silicon carbide specifi cation source: enhancement to tinted concrete NYC DOT Standard Specifi cations section 4.13 Increases slip resistance of surface

Sustainability Opportunities Considerations See sustainability opportunities for See considerations for TINTED CONCRETE TINTED CONCRETE

Application This material is appropriate for sidewalks in commercial districts Because this is an optional sidewalk treatment, it is best used when applied to entire blocks, rather than to the sidewalks of individual small properties which would create a “patchwork” effect

Adjacent property owners are generally responsible for maintaining this material

123 3.3.1d Sand–Colored Concrete with Exposed Aggregate MATERIALS: SIDEWALKS

Sand–Colored Concrete with Exposed Aggregate

USAGE: OPTIONAL

Same mixture as tinted concrete, but sand–colored, and with multi–colored pebble–sized exposed aggregate.

Sand–colored concrete sidewalk with exposed aggregate: Prospect Park West, Brooklyn

Benefi ts Adjacent property owners are generally responsible for See benefi ts of TINTED CONCRETE maintaining this material WITH EXPOSED LIGHT–COLORED AGGREGATE (3.3.1b) Design Sand color reinforces natural See design guidance for TINTED character of open spaces CONCRETE WITH EXPOSED LIGHT– COLORED AGGREGATE Considerations Pigmenting: sand–colored See considerations for TINTED CONCRETE WITH EXPOSED LIGHT– Aggregate: pebble–sized, mixed– COLORED AGGREGATE color river rock Specifi cation source: NYC DOT Application Standard Specifi cations section 4.13 This material is appropriate for ESA (for four–inch sidewalks), 4.13 sidewalks adjacent to waterfronts ESB (for seven–inch sidewalks) and open spaces Sustainability Opportunities Because this is an optional sidewalk treatment, it is best used when See sustainability opportunities for applied to entire blocks, rather than to TINTED CONCRETE WITH EXPOSED the sidewalks of individual small LIGHT–COLORED AGGREGATE properties which would create a “patchwork” effect

124 MATERIALS: SIDEWALKS 3.3.1e Porous Concrete

Porous Concrete

USAGE: PILOT

Concrete mixture using minimal cementitious materials to coat the aggregate, and using little or no sand, leaving substantial void content through which water can drain.

Porous concrete lets water permeate down to the subsurface soil

Beneﬁ ts Application

See beneﬁ ts of UNTINTED CONCRETE On a level street above the high water (3.3.1) table with low pedestrian trafﬁ c and no vehicular encroachment Allows stormwater to drain through to soil, reducing runoff into the Must have adequate subsurface sewer system conditions to detain stormwater May reduce likelihood of ponding and Can be used to pave an entire slick or icy sidewalk conditions sidewalk, or just over the trench of CONNECTED TREE PITS (2.4.1b) May be less prone to cracking in winter than conventional concrete Avoid where there is potential for soil contamination Considerations Should not be used where frequent See considerations for utility cuts are likely UNTINTED CONCRETE Use of this material generally Not appropriate for use where requires a maintenance agreement there is water–sensitive subsurface infrastructure Design

Not effective at greater than See design guidance for UNTINTED 5% slope CONCRETE Only certain soil types are Requires 18– to 36–inch stone appropriate as subbases for infi ltration bed with detention system infi ltration and/or overfl ow controls, and even distribution of stormwater Porosity can convey harmful chemicals into the soil Bottom of infi ltration bed should be at least 3 feet above high water table May require routine vacuuming of and 2 feet above bedrock surface to maintain porosity

Sustainability Opportunities See sustainability opportunities for UNTINTED CONCRETE

125 3.3.1f London Pavers MATERIALS: SIDEWALKS

London Pavers

USAGE: OPTIONAL

Large precast concrete pavers laid in a staggered pattern.

London pavers: Brooklyn Bridge Pedestrian Access Ramp, Manhattan

Beneﬁ ts

See beneﬁ ts of UNTINTED CONCRETE (3.3.1) Reinforces civic character of area Less expensive than stone paver alternatives

Considerations Unit pavers can become loose over time and will require regular maintenance

Application London pavers (note: this example shows a For sidewalks fronting on city, state or non–standard size): Washington, DC federally–owned buildings and other civic structures such as bridges, Design courthouses, libraries, and memorials Paver size: 18 inches by 36 inches Because this is an optional sidewalk Requires concrete base treatment, it is best used when applied to entire blocks, rather than to Speciﬁ cation source: NYC DOT the sidewalks of individual small Standard Speciﬁ cations section properties which would create a 6.06 LP “patchwork” effect Sustainability Opportunities Use of this material generally See sustainability opportunities for requires a maintenance agreement UNTINTED CONCRETE

126 MATERIALS: SIDEWALKS 3.3.2 Mastic Asphalt

Mastic Asphalt

USAGE: PILOT

Asphalt with high binder content, spread onto a concrete or compacted gravel base.

Paris, France

Considerations Initial skid resistance is lower until binder ﬁ lm is worn away from surface

Application Appropriate for areas without existing sidewalks, but not in historic or commercial districts

Use of this material generally requires a maintenance agreement

Design May require concrete base Mastic asphalt or stone mastic asphalt (SMA) must have 6–10% binder content Paris, France Large coated chippings can be used to increase slip resistance Beneﬁ ts Provides durable and frictionally Sustainability Opportunities excellent sidewalk surface High recycled asphalt (RAP) content Easier and less expensive to install High albedo asphalt and replace than concrete Can be patched in sections Can be hand–spread without the use of rollers Can be transported solid and re–melted on site

127 3.3.3 Hexagonal Asphalt Pavers MATERIALS: SIDEWALKS

Hexagonal Asphalt Pavers

USAGE: OPTIONAL

Asphalt pre–cast into hexagonally–shaped pavers.

Hexagonal asphalt paver sidewalk: Columbus Avenue at West 66th Street, Manhattan

Beneﬁ ts Application Widely–used paver for New York City Hexagonal asphalt pavers are public spaces conveys park–like appropriate for sidewalks adjacent to character parks or plazas.

Interlocking hexagonal shape fi ts Use of this material generally tightly together and resists shifting requires a maintenance agreement and buckling Design This material is widely available and cost effective Paver size: 8 inches between parallel sides Dark color hides dirt and stains Can be sand–set for easier Hexagonal pavers are relatively easy installation or mortar–set for to reset or replace, especially for stronger structural properties utility access Specifi cation source: NYC DOT Asphalt pavers can be recycled Standard Specifi cations sections 3.04, 6.60 Considerations

Unit pavers can become loose over Sustainability Opportunities time and will require regular High recycled asphalt (RAP) content maintenance

128 MATERIALS: SIDEWALKS 3.3.4 Bluestone Flags

Bluestone Flags

USAGE: HISTORIC

Historic stone unit paver with subtle variations in color, grain, and surface.

Bluestone ﬂ ag sidewalk: Perry Street at Bleecker Street, Manhattan

Benefi ts Adjacent property owners are generally responsible for Reinforces historic character maintaining this material in Adds distinction and visual Landmark districts enhancement to sidewalk Design Stone conveys connection to natural environment Bluestone: 2 ¼–inch thick New York State bluestone, to match size and Considerations color of existing fl ags Vulnerable to breakage when driven Finish: Natural cleft, with variation in over by vehicles smoothness not exceeding ⁄ inch Due to the possibility of pavers Joints: Hand–tight cracking or becoming uneven, Specifi cation sources: LPC application requires attentive guidelines, NYC DOT Standard maintenance. Specifi cations section 6.07 Application Sustainability Opportunities This material is standard in historic Salvaged bluestone districts or other areas with existing bluestone pavers where historic fabric remains intact, as per the LPC guidelines.

129 3.3.5 Granite Slabs MATERIALS: SIDEWALKS

Granite Slabs

USAGE: HISTORIC

Historic stone paver, with varieties of color, texture and veining. Can be cut to extremely large sizes to span underground vaults.

Granite slab sidewalk: Hudson Street at Dominick Street, Manhattan

Benefi ts Adjacent property owners are generally responsible for Reinforces historic character maintaining this material in Adds distinction and visual Landmark districts enhancement to sidewalk Design Stone conveys connection to natural environment Granite: to match size and color of existing fl ags, 3–inch minimum Considerations thickness Not intended to support heavy Slip resistance: minimum 0.60 vehicles when spanning underground coeffi cient of friction wet vaults Specifi cation sources: LPC Diffi cult to repair or patch in sections guidelines, NYC DOT Standard Specifi cations section 6.04 Application This material is standard in historic Sustainability Opportunities districts or other areas with existing Salvaged granite slabs granite pavers where historic fabric remains intact, as per the LPC guidelines

130 MATERIALS: SIDEWALKS 3.3.6 Rubber Pavers

Rubber Pavers

USAGE: PILOT

Interlocking sidewalk pavers made of recycled rubber or a rubber/plastic mix.

Rubber sidewalk pavers (credit: Rubbersidewalks®)

Benefi ts Application Easy to install and replace Appropriate for piloting on sidewalks or plazas with low pedestrian traffi c Pavers can be shaped to avoid trees where tree roots may cause the or other objects fracturing and upheaval of sidewalk Thinner than traditional sidewalk, paving. allowing more room for roots to grow Use of this material generally Permeability of the joints allows requires a maintenance agreement stormwater to fi lter through to tree roots Design Permeability helps to reduce the Recycled rubber must be free of formation of the condensation high–risk chemicals or otherwise commonly seen under traditional sealed to prevent contamination of concrete fl ags which promotes the soil aggressive root growth that tends to Paver size: 2 feet by 2.5 feet cause fracturing and upheaval Various colors available Considerations Sustainability Opportunities Semi–permeability generates some stormwater runoff Recycled rubber Unit pavers can become uneven over High SRI value coloring time and will require regular maintenance

131 3.4 Sidewalk Furnishing Zones MATERIALS Sidewalk Furnishing Zones

The furnishing zone is the area of the sidewalk immediately adjacent to the curb where street trees, signs, above–ground utilities, and street furniture are typically located (see Glossary). Furnishing zones provide a physical buffer and a visual transition between the vehicles in the roadbed and the pedestrians on the sidewalk, while also affording a clear area for organizing the various elements of street furniture that might otherwise appear cluttered. This area is generally 5 feet wide, or as wide as the tree pits along the blockface. Eight feet, or one half of the sidewalk width, whichever is greater, must be maintained for unobstructed pedestrian passage. The furnishing zone of any sidewalk with a clear path of less than 8 feet should be built out of the same material as the adjacent sidewalk.

Furnishing zones are most appropriate on streets with at least moderate levels of both pedestrian and vehicle trafﬁ c — usually commercial shopping streets. Furnishing zones are best used when applied to entire blocks or a series of blocks comprising a corridor, rather than to sidewalks in front of individual small properties which would create a ”patchwork” effect. In addition to the materials listed in this section, all materials listed in the Sidewalks section may be used in furnishing zones as well, according to the application guidance provided.

132 MATERIALS: SIDEWALK FURNISHING ZONES 3.4.1 Granite Block

Granite Block

USAGE: OPTIONAL

Historic smooth–ﬁ nish granite block unit pavers often referred to as “cobblestones,” commonly used throughout New York City in the 19th Century.

Cobblestones used in a furnishing zone: Battery Park City, Manhattan

Benefi ts Use of this material generally requires a maintenance agreement Visually delineates separation of street uses Design Stones convey connection to natural Should be sand–set for easier environment installation and greater permeability Cobblestones are relatively easy to wherever impermeable installation remove and reset, especially for utility generates stormwater runoff access Can be mortar set for stronger structural properties Considerations The area within 18 inches of the curb Stones can become loose over time should be kept free of obstructions and will require regular maintenance Specifi cation source: NYC DOT Can be slippery when wet Standard Specifi cations sections Uneven surface can hinder pedestrian 2.06, 6.06 and disabled persons’ mobility Sustainability Opportunities Application Salvaged cobbles Can be used on streets where Permeable installation pedestrians will not typically be forced to walk in the furnishing zone

133 3.4.1a Concrete Cobbles MATERIALS: SIDEWALK FURNISHING ZONES

Concrete Cobbles

USAGE: OPTIONAL

Precast concrete cobbles designed to simulate granite block pavers.

Concrete cobble (Credit: Cobble Systems®)

Beneﬁ ts Design

See beneﬁ ts of GRANITE PAVERS See design guidance for GRANITE (3.4.1) PAVERS

Less expensive than natural stone Speciﬁ cation source: NYC DOT alternatives Standard Speciﬁ cations section 6.06

Considerations Sustainability Opportunities

See considerations for GRANITE See sustainability opportunities for PAVERS GRANITE PAVERS

Application

See application guidance for GRANITE PAVERS

Use of this material generally requires a maintenance agreement

134 MATERIALS: SIDEWALK FURNISHING ZONES 3.4.1b Modular Cobblestones

Modular Cobblestones

USAGE: OPTIONAL

A pre–assembled grid of smooth saw–cut ﬁ nish granite cobbles fastened to a sturdy backing and installed as modular tiles.

Modular cobblestone pedestrian street: Broad Street at Wall Street, Manhattan

Benefi ts Application Easier to install and maintain than This material is appropriate for traditional cobblestone furnishing zones in high–traffi c areas Smooth, saw–fi nish stones do not Consider permeable paving options hinder pedestrian or cyclist mobility adjacent to trees and planted areas

Use of this material generally Considerations requires a maintenance agreement Exact lifecycle of product is unknown Design Impermeability generates stormwater runoff Requires concrete base

Various colors and styles available Speciﬁ cation source: NYC DOT Standard Speciﬁ cations section 6.06 A

135 3.4.2 Square Asphalt or Concrete Pavers MATERIALS: SIDEWALK FURNISHING ZONES

Square Asphalt or Concrete Pavers

USAGE: OPTIONAL

Precast square–shaped asphalt pavers.

Square asphalt pavers in a furnishing zone: Willoughby Street at Dufﬁ eld Street, Brooklyn

Benefi ts Design This material is widely available and Paver size: 8 inches by 8 inches cost effective Should be sand–set for easier Relatively easy to reset or replace, installation and greater permeability especially for utility access wherever impermeable installation generates stormwater runoff Asphalt pavers can be recycled Can be mortar set for stronger Considerations structural properties Unit pavers can become loose over The area within 18 inches of the curb time and will require regular should be kept free of obstructions maintenance Specifi cation source: NYC DOT Application Standard Specifi cations section 6.6 A Can be used on streets where pedestrians will not typically be Sustainability Opportunities forced to walk in the furnishing zone High recycled asphalt (RAP) content Use of this material generally High SRI value coloring requires a maintenance agreement

136 MATERIALS: SIDEWALK FURNISHING ZONES 3.4.3 Concrete with Exposed Glass Aggregate

Concrete with Exposed Glass Aggregate

USAGE: OPTIONAL

Select surface aggregates (such as colored glass or decorative pebbles) embedded and fully adhered to concrete, either poured and cast–in–place as traditional concrete sidewalk, or as precast unit pavers.

Poured, cast–in–place concrete with exposed glass aggregate: Brooklyn Plaza, Brooklyn

Benefi ts Pavers should be sand–set for easier installation and greater permeability Decorative glass adds distinction and wherever impermeable installation visual enhancement to concrete generates stormwater runoff Increases slip resistance of surface Pavers can be mortar set for stronger As precast pavers, relatively easy to structural properties reset or replace, especially for utility The area within 18 inches of the curb access should be kept free of obstructions Considerations When used as pavers, paver size: Unit pavers can become loose over 8 inches by 8 inches time and will require regular When poured, may require metal maintenance reinforcement bars as specifi ed by Application NYC DOT The material, when poured and Unlimited color and aggregate mix cast–in–place, is appropriate for all options available furnishing zones and plazas Specifi cation source: NYC DOT When installed as precast pavers, it Standard Specifi cations sections can be used on streets where 4.13 EG, item numbers 4.13 EGA (for pedestrians will not typically be four–inch sidewalks), 4.13 EGB (for forced to walk in the furnishing zone seven–inch sidewalks), 6.47 EGA8 (for pavers) When cast–in–place, should not be used where frequent utility cuts are Sustainability Opportunities likely Supplementary cementitious Use of this material generally materials (SCM) requires a maintenance agreement High SRI value coloring

Design Recycled glass or reclaimed aggregates Slip resistance: minimum 0.60 coefﬁ cient of friction wet Concrete pavers with exposed blue and green Joint: simulated saw–cut joint scoring glass aggregate (shown interspersed with black asphalt pavers): Hudson River Park, Manhattan

137 3.5 Curbs MATERIALSMATERIALS: CURBS Curbs

A curb is a step where the roadbed meets the sidewalk or other raised pathway (see Glossary). Curbs serve three functions: a visual and physical limit to the vehicular roadbed; a gutter to convey rainwater and detritus from the roadbed and sidewalks to the catch basins at the ends of the street; and aesthetically, curbs add a ﬁ nished edge to sidewalks and roadbeds. Sidewalks require pedestrian ramps with detectable warning strips at all crossings as described in the ADA Standards for Accessible Design.

138138 MATERIALS: CURBS 3.5.1 Untinted Concrete

Untinted Concrete

USAGE: STANDARD

Mixture comprised of cement(s), aggregate(s), water, and other chemical admixtures, smoothed and then allowed to harden, forming a solid curb.

Typical concrete curb: Beach 73rd Street, Queens

Benefi ts Steel facing should be used on streets where repeated mounting by This material is widely available and heavy vehicles may cause damage. cost effective May require metal reinforcement bars Can easily be cast on site to fi t curved as specifi ed by NYC DOT sidewalk profi les Specifi cation source: NYC DOT Cast–in–place curbs are more Standard Specifi cations section resistant to displacement than stone 4.08, 3.05 alternatives Steel–faced specifi cation source: Considerations NYC DOT Standard Specifi cations Vulnerable to breakage if repeatedly section 2.13, 3.05, 4.09 mounted by heavy vehicles Detail source: NYC DOT Standard Details drawing# H–1044 Application Steel–faced detail source: NYC DOT This material is standard for any Typical untinted concrete curb with steel facing: Standard Details drawing# H–1010 West 114th Street and Morningside Avenue, street with untinted concrete Manhattan sidewalks Sustainability Opportunities This material is generally Supplementary cementitious maintained by NYC DOT materials (SCM)

Design Salvaged or recycled steel facing Size: 6 inches wide on top, 8 inches wide on bottom, 18 inches deep Expansion joints of curb should line up with expansion joints of sidewalk

139 3.5.1a Tinted Concrete MATERIALS: CURBS

Tinted Concrete

USAGE: STANDARD

Same mixture as untinted concrete, but with a pigmented admixture to produce a color equivalent to the standards of the LPC.

Typical tinted concrete curb with steel facing: Beaver Street at Hanover Street, Manhattan

Beneﬁ ts Design

See benefi ts of UNTINTED CONCRETE See design guidance for UNTINTED (3.5.1) CONCRETE Pigmenting: 3% Light Grey Portland Considerations Cement See considerations for UNTINTED Pigmenting specifi cation source: NYC CONCRETE DOT Standard Specifi cations section Application 2.19

This material is standard for any Sustainability Opportunities street with tinted concrete sidewalks. See sustainability opportunities for This material is generally UNTINTED CONCRETE maintained by NYC DOT

140 MATERIALS: CURBS 3.5.1b Integral Concrete Curb and Gutter

Integral Concrete Curb and Gutter

USAGE: OPTIONAL

Concrete curb and gutter precast as single pieces and laid in sections.

Precast concrete curb and gutter sections laid end–to–end. Photo shows optional sidewalk extension in background: Miami Beach, FL

Benefi ts Design Easier to install and maintain than Specifi cation source: NYC DOT cast–in–place alternatives Standard Specifi cations section 4.08 CG Can be removed and replaced as needed Sustainability Opportunities See sustainability opportunities for Considerations UNTINTED CONCRETE See considerations for UNTINTED Use of porous concrete where CONCRETE (3.5.1) possible Application Appropriate for residential areas with low volumes of heavy vehicles

Use of this material may require a maintenance agreement

141 3.5.2 Granite MATERIALS: CURBS

Granite

USAGE: OPTIONAL/HISTORIC

Granite cut to long sections and laid as curbing. Saw–fi nishing, achieved by cutting the granite with a stone saw and polishing out saw marks, provides a smooth, clean look. Split fi nishing, typically achieved by hand–chiseling, exposes the natural cleft of the stone, giving a rough–hewn texture. Split–fi nish granite curb shown with concrete Saw–fi nish granite curb shown with historic sidewalk: Houston Street at LaGuardia Place, bluestone sidewalk: Madison Avenue at Manhattan East 51st Street, Manhattan

Benefi ts This material is generally maintained by NYC DOT Reinforces historic character (if applicable) Design Adds distinction and visual Size: 5 inches to 8 inches wide on top, enhancement to sidewalk 3 inches of minimum width on bottom, Stone conveys connection to 16 inches deep natural environment Must have lip with batter and Extremely durable and low– rounded edge maintenance, resists cracking and Slip resistance at top of curb: discoloration minimum 0.60 coeffi cient of Can be removed and replaced friction when wet as needed Specifi cation source: NYC DOT Standard Specifi cations section Considerations 2.12, 4.07 Diffi cult to patch and must therefore Saw–fi nish curb detail source: be replaced by section if severely NYC DOT Standard Detail drawing# damaged H–1056 Much higher material cost than Split–fi nish curb detail source: NYC concrete DOT Standard Detail drawing# Application H–1056A

This material is appropriate for Sustainability Opportunities all streets, especially commercial Salvaged granite curb districts, including use in combination with concrete sidewalk Granite curb should be used in historic districts or areas with existing granite curb where the historic fabric remains intact

142 MATERIALS: PLAZAS 3.6 Plazas Plazas

A plaza is a public space in the city that provides a place for people to enjoy the public realm (see Glossary). Unlike a sidewalk, a plaza is a destination rather than a space to pass through.

In addition to the materials listed in this section, all materials listed in the Sidewalks section and the Sidewalk Furnishing Zones section may be used in plazas as well, according to the application guidance provided.

143143 3.6.1 Imprinted Asphalt MATERIALS: PLAZAS

Imprinted Asphalt

USAGE: OPTIONAL

Machine–heated asphalt, imprinted with pattern templates and colored with protective coating.

Imprinted asphalt in a plaza: Drumgoole Plaza (Gold Street at Frankfort Street), Manhattan

Benefi ts Use of this material generally requires a maintenance agreement Visually defi nes pedestrian or non– vehicle areas Design Can be installed on existing asphalt Can be installed on existing asphalt that is in good condition that is in good condition More cost–effective than unit pavers Various patterns and colors available Easier to maintain than unit pavers Specifi cation source: NYC DOT Standard Specifi cations section Application 6.45B Appropriate for plazas where Sustainability Opportunities traditional unit pavers are desired, but asphalt road surface must be High recycled asphalt (RAP) content preserved, or where cost or High SRI value coloring maintenance considerations Imprinted asphalt in a plaza: Genova, Italy (Credit: Integrated Paving Concepts®) prohibit unit pavers

144 MATERIALS: PLAZAS 3.6.2 Hexagonal Concrete Pavers

Hexagonal Concrete Pavers

USAGE: OPTIONAL

Concrete precast into hexagonally shaped pavers.

Hexagonal concrete pavers in a privately owned plaza: White Street at Broadway, Manhattan

Benefi ts Design Interlocking hexagonal shapes fi t Paver size: 16 inches between tightly together and resist shifting parallel sides and buckling Specifi cation source: NYC DOT Hexagonal pavers are relatively easy Standard Specifi cations 6.47 ER to reset or replace, especially for utility access Sustainability Opportunities Supplementary cementitious Considerations materials (SCM) Unit pavers can become loose over time and will require regular maintenance

Application This material is appropriate for all plazas

Use of this material generally requires a maintenance agreement

145 3.6.3 Decorative Gravel MATERIALS: PLAZAS

Decorative Gravel

USAGE: OPTIONAL

Small size decorative gravel or aggregate spread on top of a sturdy earthen or cementitious base.

Decorative gravel seating area: Bryant Park, Manhattan

Benefi ts Use of this material generally requires a maintenance agreement Adds visual enhancement Stones convey connection to natural Design environment Surface must be level and include a Highly slip–resistant fl ush border of edging material to contain the gravel Considerations Should be sited at the interior of Can be diffi cult to remove litter plazas, not in pedestrian pathways from gravel Various colors and aggregate styles Snow cannot be plowed or shoveled available from surface Specifi cation source: NYC DOT Gravel must be replenished every Standard Specifi cations section few years 6.04DG

Impermeable installation generates Sustainability Opportunities stormwater runoff Permeable installation

Application Reclaimed gravel Decorative gravel can be used in low pedestrian trafﬁ c areas interior to public spaces

146 MATERIALS: PLAZAS 3.6.3a Resin–Bound Gravel

Resin–Bound Gravel

USAGE: OPTIONAL

Colored gravel that is scattered across an existing solid surface and epoxied by means of a transparent or colored resin.

Resin–bound gravel treatment applied to existing asphalt roadway to create a temporary pedestrian plaza: 9th Avenue at West 14th Street, Manhattan

Benefi ts This material is not recommended for long–term applications, especially See benefi ts of DECORATIVE GRAVEL where there are sub–surface utilities (3.6.3) because of diffi culty patching Extremely slip resistant Use of this material generally More cost–effective than loose gravel requires a maintenance agreement Easier to maintain than loose gravel Design Considerations Various colors available

Diffi cult to replace or patch in Specifi cation source: NYC DOT sections where utility cuts or defects Standard Specifi cations section occur 6.04RG

Impermeability generates stormwater Sustainability Opportunities runoff Reclaimed gravel Application Resin–bound gravel can be used in temporary plazas and pedestrian spaces built on top of the existing roadbed (to be replaced with permanent materials at a later date), or where decorative gravel is desired but asphalt road surface must be preserved

147

4 Lighting

4.0 Introduction ...... 151

4.1 Street Lighting ...... 154 4.1.1 Cobra Head ...... 155 4.1.2 Stad ...... 157 4.1.3 Fulton ...... 159 4.1.4 Alliance ...... 160 4.1.5 Helm ...... 161 4.1.6 Flatbush Avenue ...... 163 4.1.7 TBTA ...... 164 4.1.8 Type M ...... 166 4.1.9 Type F ...... 167 4.1.10 Bishops Crook ...... 168 4.1.11 Blank Page ...... 169 4.1.12 City Light ...... 170 4.1.12 Blank Page ...... 171 4.1.13 LED Type E ...... 172

4.2 Pedestrian Lighting ...... 173 4.2.1 Cobra Head ...... 174 4.2.2 Stad ...... 175 4.2.3 Fulton ...... 176 4.2.4 Flushing Meadows ...... 177 4.2.5 Type B ...... 178 4.2.6 World’s Fair ...... 179 4.2.7 TBTA ...... 180 4.2.8 Round Top Head ...... 181 4.2.9 LED Post Top ...... 182 4.2.11 Blank Page ...... 183 4.2.12 Blank Page ...... 184

4.3 Traffi c Signal Poles ...... 185 4.3.1 Type M–2 Traffi c Signal Pole ...... 186 4.3.2 Alliance Traffi c Signal Pole ...... 188

149 Lighting Reference Guide LIGHTING

4.1 DOT–ApprovedStreet–Lighting Combinations

Luminaires Standard Poles Optional Poles Historic Poles Davit Octagonal Round Flatbush Alliance TBTA WM Fulton Type M Type F Bishops Crook Cobra Head ●● ● ● Stad ●● ●● ●● Fulton ● Alliance ● Helm ●● ●● ●● Teardrop ●● ●● ●

Shielded Teardrop ●

● This combination of an optional pole with the Teardrop or Shielded Teardrop luminaire creates a historic light

4.2 DOT–Approved Pedestrian–Lighting Combinations

Luminaires Standard Poles Optional Poles Historic Poles Davit Octagonal Round TBTA Fulton Flushing Meadows Type B World’s Fair Cobra Head ●● ● Stad ●● ● ● Fulton ● Flushing Meadows ●

Helm ●● ● ● Teardrop ● Shielded Teardrop ● Type B ● World’s Fair ●

● This combination of an optional pole with the Teardrop or Shielded Teardrop luminaire creates a historic light

150 LIGHTING 4.0 Introduction

Introduction About this Chapter Usage Categories This chapter outlines options for both Standard new and replacement street lighting for These luminaire and pole types will be use on New York City streets. Included provided and maintained by NYC DOT. are those fi xtures that meet NYC DOT The current standard luminaires for engineering standards, as well as New York City streets are the 100W technical requirements for safety and and 150W Cobra Head (for street energy effi ciency and for use in a lighting) and the 70W and 100W variety of contexts. Cobra Head (for pedestrian lighting). For street lighting and pedestrian Selection Criteria lighting, the standard pole types are Fixture types (luminaires) are the Davit, Round, and Octagonal categorized as Standard, Optional, poles. The M–2 Traffi c Signal Pole is Historic, and Pilot fi xture types for both standard for use at all traffi c signal Street Lights and Pedestrian Lights locations. (see detailed descriptions of these usage categories below). Only the Optional fi xtures that are described in the These luminaires and poles require Standard category will be provided and additional funding for the initial cost maintained by NYC DOT. All other of the fi xtures. In an effort to reduce fi xtures must be separately funded; and carbon emissions citywide, the under certain conditions, will be additional energy costs above the maintained by NYC DOT. Where energy 150W (for street lighting) or 70W and consumption and quantity of fi xtures 100W (for pedestrian lighting) exceeds NYC DOT “Standard,” a standards will also require additional separate maintenance agreement will funding for all projects authorized be required. after December 31, 2008.

o Luminaires & Poles Historic The selection of lighting includes the Historic fi xtures are intended for use specifi cation of both a pole and in Landmark districts that are luminaire. The desired aesthetic and designated by the New York City engineering outcomes can be achieved Landmark Preservation Commission by combining luminaires with different (LPC) or for neighborhoods that have poles. Acceptable combinations are substantial historic fabric intact. They described in this chapter. will require special approval by NYC o Energy Guidelines DOT and the Design Commission (DC) To comply with current citywide energy for use in other areas. guidelines, most of the fi xtures are available with 150W (watt) and 100W Most historic poles are currently used high pressure sodium (HPS) lamps. with only one luminaire, the 250W or Energy costs that exceed the 150W 150W teardrop. Until alternate standard and 100W standard must be historic luminaires of lower wattage separately funded. NYC DOT engineers are available that meet NYC DOT will determine where the use of 150W technical requirements, this is the only or 100W is appropriate for the option available. particular application. Pilot o Engineering Review These luminaires are not yet approved In all cases, the suitability of the fi xture for use in New York City. Many of them type for particular street and lighting are currently or soon to be tested. conditions must be approved by NYC They will require NYC DOT approval DOT engineers. prior to specifi cation for any project.

151 4.0 Introduction LIGHTING

Specifi cations Spacing/Typical For design criteria, technical X:Y : The spacing of streetlights is information, fi nishes, and color dependant on several factors, specifi cation, refer to Bureau of including the height of the pole, street Traffi c Division of Streetlighting width, the amount of light the fi xture Specifi cations. The latest edition is provides, and the lighting levels available from the NYC Department of necessary for the particular street Transportation. classifi cation. The information provided in this chapter is intended as Cutoff a guideline to indicate that additional Outdoor luminaires may be poles and/or fi xtures may be required categorized according to in the selection of certain luminaires. the four classifi cations established by the IESNA of full cutoff, cutoff, The spacing between poles is semi–cutoff, and non–cutoff to described as a ratio in comparison to distinguish the range in quantity the Standard luminaire and pole (SLP), of upward light and light above which is currently the Cobra Head a horizontal plane emitted by a luminaire on a round, octagonal, or light source. davit pole. A ratio of 1:1 indicates that o Full cutoff: Full cutoff fi xtures do an equal number of poles and not emit any upward light (at or above luminaires would be required for 90 degrees) and up to 10% of their replacement. A ratio of ½:1indicates light at or above 80 degrees. They twice as many luminaires and poles create the narrowest spread of light. would be required to achieve similar lighting levels as the SLP. o Cutoff: Cutoff fi xtures emit up to 2.5% of their light upward (at or above Lighting Levels 90 degrees) and up to 10% of their Lighting levels are based on the light at or above 80 degrees. They guidelines established by the IESNA. create a slightly wider spread of light. All lighting designs must be reviewed o Semi Cutoff: Semi–cutoff fi xtures and approved by NYC DOT engineers. emit up to 5% of their light upward (at or above 90 degrees), and up to 20% of their light at or above 80 degrees. They create a wider spread of light. o Non Cutoff: Non–cutoff fi xtures emit light in all directions. They create the widest spread of light.

152 LIGHTING 4.0 Introduction

Notes and Symbols

HPS High Pressure Sodium

LED Light Emitting Diode HDG Hot Dipped Galvanized Steel SLP Standard Luminaire and Pole (cobra head on round, octagonal, or davit pole)

IESNA Illuminating Engineering Society of North America

IES Type Pattern of light distribution deﬁ ned by the Illuminating Engineering Society.

W Watts $ Costs: Shown for each luminaire as a “$” symbol, representing relative costs compared to the Standard Luminaire and Pole (SLP). Because actual costs are subject to change, a scale of one to ﬁ ve $ symbols is used rather than speciﬁ c monetary amounts.

153 4.1 Street Lighting PEDESTRIAN LIGHTING: OPTIONAL LUMINAIRES ANDLIGHTING POLES Street Lighting

154154 LIGHTING: STREET LIGHTING 4.1.1 Cobra Head

Cobra Head

USAGE: STANDARD

The Cobra Head luminaire was originally introduced by the Westinghouse and General Electric companies in 1957 to accompany an aluminum post designed in 1958 by Donald Deskey and ﬁ rst installed in 1963. Additional poles were later introduced to support the Cobra Head luminaire: the Octagonal, Round, and Davit. The 100W and 150W Cobra Head luminaire are the current standard for New York City streets.

Applications Streets or highways Single or twin mounting

Lamping/Optics 100W HPS, 150W HPS Medium Semi–Cutoff, IES Type 1 (100W HPS) IES Type II (150W HPS)

Material/Color H.D.G. Steel/silver (street)

Aluminum/silver (highway)

Cost Compared to SLP Cobra Head is the SLP

Spacing/Typical 1: 1

Cobra Head luminaire and octagonal pole: Pearl Street, Manhattan

155 4.1.1 Cobra Head LIGHTING: STREET LIGHTING

Cobra Head with Standard Poles Poles shown here are the standard 8'–0" 8'–0" 8'–0" poles provided, tested, and maintained by NYC DOT. 3'–0" 3'–0" 30'–0" 30'–0" 30'–0" 22" 22" 22"

Davit Round Octagonal

156 LIGHTING: STREET LIGHTING 4.1.2 Stad

Stad Applications

USAGE: OPTIONAL Commercial districts Single or twin mounting The Stad luminaire was introduced on the Robert F. Lamping/Optics Kennedy Bridge (formerly the 100W HPS or 150W HPS Triboro Bridge). The design of Cutoff or Semi–Cutoff, IES Type II or the luminaire provides a III Stad luminaire TBTA pole: Robert F. Kennedy Bridge, Manhattan contemporary option to the Material/Color standard Cobra Head at an Aluminum/silver, black and green additional cost. Cost Compared to SLP $$$$

Spacing/Typical 1: 1

157 4.1.2 Stad LIGHTING: STREET LIGHTING

Stad with Standard Poles Standard poles are 8'–0" 8'–0" 8'–0" provided and maintained by NYC DOT. 3'–0" 3'–0" 30'–0" 30'–0" 30'–0" 22" 22" 22"

Davit Round Octagonal

Stad with Optional Poles Optional poles require additional funding. 8'–0" 8'–0"

6'–0"

Plan view, WM only 30'–0" 27'–0" 27'–0"

Flatbush Avenue TBTA WM Pole

158 LIGHTING: STREET LIGHTING 4.1.3 Fulton

Fulton Applications

USAGE: OPTIONAL Commercial districts Roadway width of 36 feet or less The Fulton luminaire was selected for installation on the Lamping/Optics Fulton Street Mall in fall 2008. 100W HPS or 150W HPS The design of the luminaire Cutoff, IES Type II or III provides a contemporary option Fulton luminaire and pole (Credit: Hess America) Material/Color to the standard Cobra Head at an additional cost. Aluminum/silver

Cost Compared to Standard Light $$$$

Spacing/Typical ¾ : 1

Fulton luminaire and pole (Credit: Hess America)

Fulton Luminaire and Pole No standard NYC DOT pole options. 3' (or 4') 28'–0" 10"

Fulton Head

159 4.1.4 Alliance LIGHTING: STREET LIGHTING

Alliance Applications

USAGE: OPTIONAL Commercial districts Roadways with width of 36 ft or more The Alliance luminaire was originally introduced in the Lamping/Optics Lower Manhattan historic 100W HPS, 150W HPS ﬁ nancial district by the Cutoff, or semi–cutoff , IES Type II Downtown Alliance business or III improvement district. The design Material/Color of the luminaire provides a Steel/silver and black contemporary option to the standard Cobra Head at an Cost Compared to SLP additional cost. $$$$$

Spacing/Typical ²⁄: 1

Alliance luminaire and pole: Murray Street, Manhattan

Alliance Luminaire and Pole No standard NYC DOT pole options. 8'–0' 25'–0" 19'–10" 3'–7½'

Alliance

160 LIGHTING: STREET LIGHTING 4.1.5 Helm

Helm

USAGE: OPTIONAL

The Helm luminaire was piloted by NYC DOT on Queens Boulevard in 2008. The design of the luminaire provides a contemporary option in place of the standard Cobra Head at an additional cost.

Applications Commercial districts

Lamping/Optics 100W HPS or 150W HPS Curved sag glass optics Cuttoff, or semi–cutoff, IES Type II or III

Material/Color Aluminum/silver, black, brown and green

Cost Compared to SLP $$$$$

Spacing/Typical ²⁄ : 1

Helm luminaire and WM pole: 39th Street, Queens

161 4.1.5 Helm LIGHTING: STREET LIGHTING

Helm with Standard Poles 8'–0" 8'–0" 8'–0" Standard poles are provided and maintained by NYC DOT. 3'–0" 3'–0" 30'–0" 30'–0" 30'–0" 22" 22" 22"

Davit Round Octagonal

Helm with Optional Poles Optional poles require additional funding. 8'–0" 8'–0"

6'–0"

Arms

Type 1 for WM Pole 30'–0" 27'–0" 27'–0"

Type 2 for WM Pole

Flatbush Avenue TBTA WM Pole

162 LIGHTING: STREET LIGHTING 4.1.6 Flatbush Avenue

Flatbush Avenue Applications Helm: ²⁄ : 1

USAGE: OPTIONAL Commercial and residential streets Streets with roadway width of The Flatbush Avenue pole was 36 feet or more installed in 1988 by the Single or twin mounting (center Economic Development medians) Corporation on Flatbush Avenue Lamping/Optics in Brooklyn. The Flatbush Avenue Teardrop: Non–Cutoff, IES Type III or pole can support both historic V (250W HPS) and optional luminaires. Shielded Teardrop: Cutoff, IES Type III or V (250W HPS) Stad or Helm: Cutoff or Semi–Cutoff, IES Type II or III (150W HPS)

Material/Color Fabricated steel pole/black, brown, and green

Cost Compared to SLP $$

Spacing/Typical Historic Teardrop luminaire and Flatbush pole: Historic Luminaire Teardrop or Shield Teardrop: ²⁄ : 1 49th Street, Queens with Flatbush Avenue Stad: 1:1 Pole 8'–0" 30'–0"

163 4.1.7 TBTA LIGHTING: STREET LIGHTING

TBTA

USAGE: OPTIONAL

The TBTA ( Triboro Bridge Tunnel Authority) was introduced in the 1950s and ’60s for mid– twentieth–century bridge construction projects such as the Robert F. Kennedy Bridge (formerly the Triboro Bridge). The TBTA replaced wooden lamp posts which lit parkways during the 1920s and ’30s. Today, the TBTA can support both historic and optional luminaires.

Applications Commercial and residential streets Single or twin mounting Streets with roadway width of 36 feet or more

Lamping/Optics Teardrop: Non–Cutoff, IES Type III or V (250W HPS) Shielded Teardrop: Cutoff, IES Type III or V (250W HPS) Stad: Cutoff or Semi–Cutoff, IES Type II or III (150W HPS)

Material/Color Fabricated steel pole/black, brown and green

Cost Compared to SLP $$$$$

Spacing/Typical Teardrop or Shielded Teardrop: ²⁄ : 1 Stad: 1: 1

Historic Shielded Teardrop luminaire and TBTA Pole: 40th Street, Manhattan

164 LIGHTING: STREET LIGHTING 4.1.7 TBTA

Historic Luminaires with TBTA Pole 8'–0: (A Version) 8'–0" (A Version) 27' (A Version) 27' (A 27' (A Version) 27' (A

Shielded Teardrop Teardrop

165 4.1.8 Type M LIGHTING: STREET LIGHTING

Type M Applications

USAGE: HISTORIC Selected historic districts Streets with roadway width of The Type M pole, originally 36 feet or more known as the Mast–Arm post, Single or twin mounting was introduced in 1908 for wide Lamping/Optics streets at corners on Broadway Non Cutoff, IES Type III or V north of Columbus Circle and on Seventh Avenue north of Central Teardrop luminaire, 250W HPS

Park. Bracket versions of the Material/Color Mast–Arm were also attached to Ductile iron pole/black, brown and the facades of buildings. The green reproduction of the Mast–Arm Cost Compared to SLP was introduced in the late twentieth century as the Type $$$$$ M pole. Spacing/Typical ⁄ : 1

Historic Luminaire with Type M Pole 10'–0"

Historic Teardrop luminaire and Type M pole: West 11th Street, Manhattan 27'–7" 25'–0" ±

166 LIGHTING: STREET LIGHTING 4.1.9 Type F

Type F Applications

USAGE: HISTORIC Selected historic districts Streets with roadway width of The Type F pole, originally 36 feet or less known as the Reverse Scroll Single or twin mounting Bracket, was developed in 1913 Lamping/Optics and installed on narrow streets Non–Cutoff, IES Type III or V downtown on Seventh Avenue. Bracket versions of the Reverse Teardrop luminaire, 250W HPS

Scroll were also attached to Material/Color the facades of buildings. The Ductile iron pole/black, brown, and reproduction of the Reverse green Scroll was introduced in the Cost Compared to SLP late twentieth century as the Type F pole. $$$$$ Spacing/Typical ½ : 1

Historic Luminaire with Type F Pole 2'–10"

Historic Teardrop luminaire and Type F pole: East 8th Street, Manhattan 26'–2"

167 4.1.10 Bishops Crook LIGHTING: STREET LIGHTING

Bishops Crook Applications Selected historical districts USAGE: HISTORIC Streets with roadway width of The Bishops Crook was the ﬁ rst 36 feet or less of a number of decorative street Lamping/Optics lights to be introduced as early Non–Cutoff, IES Type III or V as 1900 on narrow city streets. Teardrop luminaire, 250W HPS Bracket versions of the Bishops Crook were also attached to the Material/Color facades of buildings. The Ductile Iron pole/black, brown and reproduction of the Bishops green Crook was introduced in 1980 at Cost Compared to SLP Madison Avenue and 50th Street $$$$$ outside the Helmsley Palace Hotel, which is known today as Spacing/Typical the New York Palace Hotel. ½: 1

Historic Teardrop luminaire and Bishops Crook pole: Nassau Street, Manhattan 26'–3"

168 LIGHTING: STREET LIGHTING 4.1.11

This Page Intentionally Left Blank

NYC DOT is no longer planning to pilot the Type L design

169 4.1.12 City Light LIGHTING: STREET LIGHTING

City Light Applications

USAGE: PILOT Commercial or Residential districts TBD The City Light is not yet available for use, but is included in the Lamping/Optics Street Design Manual because it LED is undergoing engineering review. Material/Color It is anticipated that the TBD prototype of the light will be City Light pilot rendering available for testing on city Cost Compared to SLP streets beginning Fall 2010. An TBD international design competition Spacing/Typical to develop a new standard TBD streetlight for New York City was held in 2004. The City Light design was selected as the winning entry. NYC DOT, the Ofﬁ ce for Visual Interaction, and City Light pilot rendering NYC DDC are working together to develop the proposed design into a luminaire.

170 LIGHTING: STREET LIGHTING 4.1.13

This Page Intentionally Left Blank

NYC DOT is no longer planning to pilot the LED Type A design

171 4.1.14 LED Type E LIGHTING: STREET LIGHTING

LED Type E

USAGE: PILOT

The LED Type E luminaire is a rectangular design housing modular light bars. NYC DOT plans to pilot the luminaire in select locations.

Applications Commercial or Residential districts TBD Parks, plazas, esplanades, pedestrian bridges, walkways, and bikeways

Lamping/Optics LED, full cutoff

Material/Color TBD

Cost Compared to SLP TBD

Spacing/Typical TBD

LED Type E street light (Credit: Ruud Lighting)

172 LIGHTINGPEDESTRIAN LIGHTING: OPTIONAL LUMINAIRES AND POLES 4.2 Pedestrian Lighting Pedestrian Lighting

173173 4.2.1 Cobra Head LIGHTING: PEDESTRIAN LIGHTING

Cobra Head Applications

USAGE: STANDARD Parks, esplanades, pedestrian bridges, walkways, ramps, under elevated trains and bikeways The Cobra Head luminaire was originally introduced by the Single mounting

Westinghouse and General Lamping/Optics Electric companies in 1957 to 70W HPS, 100W HPS accompany an aluminum post Medium Semi–Cutoff, IES Type II designed in 1958 by Donald Deskey and ﬁ rst installed in Material/Color 1963. Additional poles were later H.D.G. Steel/silver introduced to support the Cobra Cost Compared to SLP Head luminaire: the Octagonal, Cobra Head is the SLP Round, and Davit. The 70W and 100W Cobra Head luminaires are Spacing/typical the current standard for New 1: 1 Cobra Head luminaire: Manhattan Bridge, Manhattan York City pedestrian lighting.

Cobra Head with Standard Poles

4'–0" 4'–0"

4'–0" 18'–0" 18'–0" 16'–0" 22" 22" 22"

Davit Round Octagonal

174 LIGHTING: PEDESTRIAN LIGHTING 4.2.2 Stad

Stad Applications

USAGE: OPTIONAL Parks, plazas, esplanades, pedestrian bridges, walkways, and bikeways

The Stad luminaire was Lamping/Optics introduced on the Robert F. 70W HPS or 150W HPS Kennedy Bridge in 2008. The Sag or ﬂ at lens optics design of the luminaire provides Cutoff or Semi–Cutoff, Stad luminaire TBTA pole: Robert F. Kennedy a contemporary option to the IES Type II or III Bridge, Manhattan standard Cobra Head at an additional cost. Material/Color Aluminum/silver, black and green

Cost Compared to SLP $$$$

Spacing/Typical 1: 1

Stad with Standard Poles

4'–0"

4'–0" 4'–0"

4'–0" 18'–0" 18'–0" 16'–0" 17'–0" (B Version) 17'–0" (B 22" 22" 22"

Davit Round Octagonal Type TBTA

175 4.2.3 Fulton LIGHTING: PEDESTRIAN LIGHTING

Fulton Applications

USAGE: OPTIONAL Parks, plazas, esplanades, pedestrian bridges, walkways, and bikeways

The Fulton luminaire was Lamping/Optics selected for installation on the 70W HPS, 100W HPS Fulton Street Mall in fall 2008. Cutoff, IES Type II or III The design of the luminaire Fulton luminaire and pole (Credit: Hess America) provides a contemporary option Material/Color in place of the standard Cobra Aluminum/silver and black Head at an additional cost. Cost Compared to SLP $$$$

Spacing/Typical ¾: 1

Fulton Luminaire and Pole No standard NYC DOT pole options.

3' (or 4') 15'–0" 10"

Fulton Head

176 LIGHTING: PEDESTRIAN LIGHTING 4.2.4 Flushing Meadows

Flushing Meadows Applications

USAGE: OPTIONAL Parks, plazas, esplanades, pedestrian bridges, walkways, and bikeways

The Flushing Meadows pole and Lamping/Optics luminaire was ﬁ rst installed in 70W HPS, 100W or 150W HPS 2004 by the NYC Parks and Cutoff, IES Type III or V Recreation Department in Flushing Meadows Head Canarsie Park in Brooklyn, NY. The pole is now installed in many Material/Color city parks, plazas, and along Fabricated steel/black, brown, green, walkways and bikeways. and silver

Cost Compared to SLP $$

Spacing/Typical ²/ : 1

Flushing Meadows Pole & Luminaire

Flushing Meadows luminaire and pole: 46th Street, Queens 12'–0"

177 4.2.5 Type B LIGHTING: PEDESTRIAN LIGHTING

Type B Applications

USAGE: HISTORIC Parks, plazas, esplanades, pedestrian bridges, walkways, and bikeways

The Type B luminaire and pole Lamping/Optics was one of two street lights 150W HPS, 100W HPS designed in the early 1900s for Non–Cutoff, IES Type V tungsten incandescent lamps. Type “Riverside Park” luminaire The Type B pole was ﬁ rst introduced in 1911 by designer Material/Color Henry Bacon for the Central Park Ductile iron pole/black, brown, or Mall and later installed in other green city parks. The reproduction of Cost Compared to SLP the Type B pole was introduced in $$ the late twentieth century. The pole is now installed in many city Spacing/Typical parks, in plazas, and along ⁄ : 1 walkways and bikeways.

Type B Luminaire & Pole

Type B luminaire and pole: Battery Place, Manhattan 12'–6"

178 LIGHTING: PEDESTRIAN LIGHTING 4.2.6 World’s Fair

World’s Fair Applications

USAGE: HISTORIC Parks, plazas, esplanades, pedestrian bridges, walkways, and bikeways

The World’s Fair luminaire and Lamping/Optics pole was ﬁ rst installed in 1964 100W HPS & 150W HPS during the World’s Fair held at Non–Cutoff, IES Type V Flushing Meadows Park in Type 2085 luminaire Queens. The pole is now installed in many city parks, in plazas, and Material/Color along walkways and bikeways. Steel/black, brown, or green

Cost Compared to SLP $

Spacing/Typical ⁄ : 1

World’s Fair Luminaire and Pole

World’s Fair luminaire and pole: Battery Park, Manhattan 12'–0"

179 4.2.7 TBTA LIGHTING: PEDESTRIAN LIGHTING

TBTA Applications

USAGE: OPTIONAL Parks, plazas, esplanades, pedestrian bridges, walkways, and bikeways

The TBTA ( Triboro Bridge Tunnel Lamping/Optics Authority) pole was originally Teardrop: Non–Cutoff, IES Type III or introduced in the 1950s and ’60s V (100W HPS or 150W HPS) for mid–twentieth–century Shielded Teardrop: Cutoff, IES Type III bridge construction projects or V (100W HPS or 150W HPS) such as the Robert F. Kennedy Material/Color Bridge (formerly known as the Triboro Bridge). The TBTA Fabricated steel/black, brown, or green replaced wooden lamp posts which lit parkways during the Cost Compared to SLP 1920s and ’30s. The pole was $$$$$ recently installed as pedestrian Spacing/Typical lighting along the Hudson River For Teardrop or Shielded Teardrop: Park Greenway and can support ⁄ : 1 both historic and optional luminaires. Historic luminaires Historic Shielded Teardrop luminaire and TBTA render the lights historic. pole: Hudson River Parkway, Manhattan

Historic Luminaires with TBTA Pole

4'–0" (B Version) 4' –0" (B Version) 17'–0" (B Version) 17'–0" (B Version) 17'–0" (B 17'–0" (B Version) 17'–0" (B

Shielded Teardrop Teardrop

180 LIGHTING: PEDESTRIAN LIGHTING 4.2.8 Round Top Head

Round Top Head

USAGE: PILOT

The Round Top Head was installed on the piers in Gantry State Park in Long Island City, Queens. The luminaire is suitable for wet locations. NYC DOT plans to pilot the luminaire by FY 2010 in additional locations throughout New York City.

Applications Parks, plazas, esplanades, pedestrian bridges, walkways, and bikeways

Lamping/Optics Cutoff, Type V (150 W HPS)

Material/Color Aluminum/silver

Cost Compared to SLP Round Top Head luminaire and pole: Gantry Park Plaza, Queens $$$$

Spacing/Typical ½:1 12'

181 4.2.9 LED Post Top LIGHTING: PEDESTRIAN LIGHTING

LED Post Top Applications

USAGE: PILOT Parks, plazas, esplanades, pedestrian bridges, walkways, and bikeways

Beginning in 2008, NYC DOT Lamping/Optics has installed the LED Post Top Available up to 80W maximum luminaire at select locations in Optional electrical control available Central Park on a pilot basis. It is for hi/lo dimming; high in energy a more energy–efﬁ cient, white– savings light replacement for the Material/Color Type B Luminaire. Hard mount tops made of spun aluminum with polyester powder coat ﬁ nish

LED Post Top luminaire and Type B Pole, Central Park, Manhattan

LED Post Top The luminaire can be supported by an aluminum or steel decorative pole. 12'–6"

182 LIGHTING: PEDESTRIAN LIGHTING 4.2.10

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NYC DOT is no longer planning to pilot the LED Type A design

183 4.2.11 LIGHTING: PEDESTRIAN LIGHTING

This Page Intentionally Left Blank

NYC DOT is no longer planning to pilot the LED Type E luminaire

184 LIGHTING:LIGHTING TRAFFIC SIGNAL POLES 4.3 Trafﬁ c Signal Poles Trafﬁ c Signal Poles

185185 4.3.1 Type M–2 Trafﬁ c Signal Pole LIGHTING: TRAFFIC SIGNAL POLES

Type M–2 Trafﬁ c Signal Pole

USAGE: STANDARD

Originally approved and fi rst installed in 1953, the M–2 Traffi c Signal Pole is standard for use at all traffi c signal locations. It can be combined with any standard arm or bracket with the standard Cobra Head or an optional luminaire, or with any arm or bracket in the historic section to provide a consistent streetscape.

Applications

Intersections Type M–2 Trafﬁ c Signal Pole with standard luminaire: Murray Street, Manhattan Single or double mounting

Lamping/Optics Standard: Cobra Head luminaire, 100W HPS or 150W HPS Optional: Stad luminaire, 100W HPS or 150W HPS; Helm luminaire, 100W HPS or 150W HPS Historic: Teardrop luminaire, 250W HPS

Material/Color H.D.G. Steel/silver, green and brown

Type M–2 Trafﬁ c Signal Pole with historic luminaire: Warren Street, Manhattan

186 LIGHTING: TRAFFIC SIGNAL POLES 4.3.1 Type M–2 Trafﬁ c Signal Pole

Type M–2 Trafﬁ c Signal Pole with historic Type M–2 Trafﬁ c Signal Pole with standard luminaire: Lafayette Street, Manhattan luminaire: West 113th Street, Manhattan

8'–0"

20'–0" 29'–3" 27'–0" 15'–3"

187 4.3.2 Alliance Trafﬁ c Signal Pole LIGHTING: TRAFFIC SIGNAL POLES

Alliance Trafﬁ c Signal Pole

USAGE: OPTIONAL

The Alliance luminaire was originally introduced in the Lower Manhattan historic fi nancial district by the Downtown Alliance business improvement district. The luminaire and optional traffi c signal pole can be used as an alternative contemporary option in place of the standard M–2 Traffi c Signal Pole but at an additional cost.

Applications Intersections

Lamping/Optics See Alliance luminaire, 100W HPS or 150W HPS

Material/Color

H.D.G. steel/silver and black

Alliance Trafﬁ c Signal Pole and luminaire: Murray Street, Manhattan

188 5 Furniture

5.0 Introduction ...... 190 5.1 Bike Racks ...... 191 5.2 Bus Stop Shelters ...... 192 5.3 Bike Shelters ...... 193 5.4 Newsstands ...... 194 5.5 Automatic Public Toilets ...... 195 5.6 Lightpole Banners ...... 196 5.7 Benches ...... 197 5.8 Waste Receptacles ...... 198

189 5.0 Introduction FURNITURE

Introduction

About This Chapter New York City’s streets, sidewalks, and public spaces are populated with a variety of elements installed on their surfaces, ranging from bus stop shelters to trash cans. Some of these items perform utilitarian functions, while others offer information or amenities to street users.

Chapter 5 includes examples and descriptions of such common street furniture as bicycle racks and bus stop shelters. It does not include an exhaustive catalog of all elements that are placed on city streets.

190 FURNITURE 5.1 Bike Racks

Bike Racks

Bike racks provide on–street parking for cyclists. Constructed of cast–metal, the NYC DOT standard bike rack was the product of an international competition.

Conceptual rendering from Beetlelab

Site Specifi cations 5 feet standpipes, above–ground structures (e.g., signs, Clear path: With few exceptions, meters, lights, mailboxes, bike racks must allow a minimum planters, phones), building clear path of 8 feet in width entrances (curb installations Clearance from the curb: only) All bike racks must be a minimum 3 feet tree pit edges, grates, utility of 18 inches from the curb covers Other Minimum Distances For More Information 15 feet fi re hydrants, bus stops, taxi stand or hotel loading zones, To request a bike rack, please call 311 franchise structures, subway or visit nyc.gov/dot and fi ll out an Conceptual rendering from Beetlelab entrances online request form 10 feet corner quadrants, driveways, building entrances (building, line installations only)

191 5.2 Bus Stop Shelters FURNITURE

Bus Stop Shelters

Bus stop shelters are part of the coordinated street furniture franchise that was awarded to Cemusa, Inc., in 2006. The award–winning, stainless steel and glass design provides seating and protection from the elements for bus users. Cemusa will be replacing all bus shelters with this new design.

York Avenue at 69th Street, Manhattan (Credit: Jennifer Yao)

Site Specifi cations For More Information Shelters are confi gured in four sizes: To learn more about the Coordinated regular, narrow, short, and double Street Furniture Franchise, call 311, visit nyc.gov/dot, or email Clear path: With few exceptions, [email protected] shelters must allow a minimum clear path of 7 feet in width Clearance from curb: All shelters must allow a straight unobstructed path of a minimum of 3 feet between the shelter and the curb Other Minimum Distances: 10 feet fi re hydrants, standpipes 5 feet tree trunks, canopies 5 feet tree pits, cellar doors 3 feet streetlights, traffi c signal poles 2 feet ventilation, street signs

192 FURNITURE 5.3 Bike Shelters

Bike Shelters

Bicycle parking shelters contain stainless steel bike racks for eight bikes. The design closely resembles the bus shelter, using the same high–quality materials. The ad panels are used to display the annual NYC Cycling Map and public service campaigns.

Jackson Avenue at 50th Avenue, Queens (Credit: Cemusa, Inc.)

Site Speciﬁ cations For More Information

See speciﬁ cations for BUS STOP To learn more about the Coordinated SHELTERS (5.2) Street Furniture Franchise, call 311, visit nyc.gov/dot, or email [email protected]

193 5.4 Newsstands FURNITURE

Newsstands

Newsstands are part of the coordinated street furniture franchise. They are fabricated from stainless steel and glass. The product displays can be customized by each operator from a standard kit of parts. All existing newsstands that were licensed by DCA as of July 13, 2006, will receive a replacement newsstand at no cost to the licensee.

6th Avenue at 39th Street, Manhattan (Credit: Jennifer Yao)

Site Speciﬁ cations For More Information Newsstands are available in nine To learn more about the Coordinated sizes, including widths of 4, 5, and 6 Street Furniture Franchise, call 311, feet and lengths of 8, 10, and 12 feet visit nyc.gov/dot or email [email protected] Clear path: Newsstands must allow a minimum clear path of 9 feet, 6 inches in width Clearance from curb: All newsstands must allow a straight unobstructed path of a minimum of 18 inches between the newsstand and the curb For complete siting criteria, please refer to DCA rules at: www.nyc.gov/html/dca/html/ licenses/024.shtml

194 FURNITURE 5.5 Automatic Public Toilets (APT)

Automatic Public Toilets (APT)

In response to the lack of public restrooms in New York City, Cemusa, the coordinated street furniture franchisee, will install twenty automatic public toilets (APTs). These state–of–the–art facilities offer comfort, hygiene, accessibility, and security to the public, with a modern design. Engineered to self–sanitize after each use, the APTs will afford the people of New York a safe and valuable convenience.

Madison Avenue at 23rd Street, Manhattan (Credit: Cemusa, Inc.)

Site Specifi cations Permissible Locations: Sites for APTs will be determined by a. On wide streets, only in commercial, NYC DOT manufacturing, or mixed use districts The footprint of the APTs spans 6 feet, 7 inches by 12 feet and requires b. On sidewalks or plazas adjacent an additional 5 feet of unobstructed to property owned or leased by a space, both above and below ground, government agency or public on all sides authority, or under the jurisdiction of the EDC Clear path: Automatic Public Toilets must allow a minimum clear path of 8 c. On traffi c islands or public places feet in width bounded on all sides by mapped streets under the jurisdiction of Clearance from curb: All APTs must NYC DOT allow a straight unobstructed path of a minimum of 1.5 feet between the d. On or adjacent to parks property APT and the curb or playgrounds, subject to the approval of the Department of Other Minimum Distances: Parks and Recreation 10 feet fi re hydrants, standpipes e. Close proximity to water, sewer, and 5 feet tree trunks, canopies electrical connections 3 feet streetlights, traffi c signal For More Information: poles To learn more about the Coordinated 2 feet ventilation, street signs, Street Furniture Franchise, call 311, cellar doors. visit nyc.gov/dot, or email [email protected]

195 5.6 Lightpole Banners FURNITURE

Lightpole Banners

NYC DOT may issue permits for the display of banners promoting cultural exhibits or events and public or historical events which foster tourism and/or enhance the image of the city.

Jay Street, Manhattan (Credit: Tanya Codispodi, East 42nd Street at First Avenue, Manhattan Tribeca Film Festival) (Credit: Elizabeth Blake)

Design Speciﬁ cations For More Information: Horizontal banners are not permitted Please contact: the Banner Unit NYC Department of Transportation Vertical banners shall be not more 40 Worth Street, Room 1215 than 3–feet wide and not more than New York, NY 10013 8 feet in length T: (212) 788–2109 All banners must have six air slits F: (212) 676–1445 Double banners (two banners on the same pole) are only permitted if they collectively do not exceed 24 square feet Banners shall contain no advertisements The trade name or logo of the sponsor of the event (if applicable) shall occupy no more than 10% of the lower portion of the banner For complete regulations regarding banner permits, please refer to Rules of the City of New York, Title 34, Chapter 2, section 2–14(b) and on the web at: www.nyc.gov/html/dot/ html/permits/banners.shtml

196 FURNITURE 5.7 Benches

Benches

Benches are best situated in areas with heavy pedestrian trafﬁ c, especially retail shopping corridors, transit stops, plazas, or near cultural institutions. Parc Vue bench for use in contemporary settings (Credit: NYC DPR) Currently there is no NYC DOT standard design for benches in the right–of–way. The Department of Parks and Recreation utilizes several styles of benches in park areas. These may be used in plazas and on Hoof Bench (circa 1870) for historic districts 1964 World’s Fair Bench for general use streets. However a revocable (Credit: NYC DPR) (Credit: NYC DPR) consent or a maintenance agreement is generally required.

1939 World’s Fair Bench for general use (Credit: NYC DPR)

Site Speciﬁ cations A bench which is not anchored to the sidewalk shall be placed against the Benches may be installed on the building face during hours that the street subject to a revocable consent beneﬁ ted property is open to the or maintenance agreement from the public and shall be stored inside the NYC DOT building when the building is closed No bench shall be greater than 6 feet For complete regulations regarding in length revocable consents, please refer to Benches greater than 4 feet in length Rules of the City of New York, Title 34, shall be designed to discourage Chapter 7 and on the web at: www. people from reclining nyc.gov/html/dot/html/permits/ Benches adjacent and parallel to the revconif.shtml building shall be installed no more than 6 inches from the building face and, if multiple benches are installed, they shall be at least 3 feet apart

197 5.7 Waste Receptacles FURNITURE

Waste Receptacles

Among its other responsibilities, the Department of Sanitation services over 25,000 waste receptacles that are placed on thoroughfares citywide. Waste receptacles are concentrated in commercial areas, where they may be emptied as frequently as ﬁ ve times a day. They may also be placed in predominantly residential zones and serviced on residential refuse routes, along Two examples of custom waste receptacles that conform to DSNY Sponsor–a–Basket guidelines with household trash, two or (Credit: Victor Stanley, Inc.®) three times a week. Sponsor–a–Basket Program Sponsoring organizations may purchase and place custom waste receptacles with the approval of the Department of Sanitation. The waste receptacle design must meet DSNY speciﬁ cations. Sponsored waste receptacles may bear the name or logo of the sponsoring organization, but cannot include advertising of any kind. Locations must be submitted for approval along with the Sponsor–a– Basket Letter of Intent.

For More Information: Standard wire mesh public waste receptacle For more information regarding (Credit: Colin Robertson) DSNY’s rules, please refer to the Rules of the City of New York, Title 16 and on the web at: www.nyc.gov/html/ dsny/html/rules_reg/digest.shtml To sponsor a waste receptacle, please call 311.

198 Glossary

199 Common Terms GLOSSARY

Common Terms Albedo (Pavement Albedo) A Albedo is the ability of a surface AASHTO material to refl ect incident solar (American Association of State (short wave) radiation. It is expressed Highway Transportation Offi cials) on a scale of 0 to 1 where a value of A nonprofi t, nonpartisan association 0.0 indicates that a surface absorbs representing highway and all solar radiation and an albedo value transportation departments in the of 1.0 represents total refl ectivity. fi fty states, the District of Columbia, Light–colored surfaces generally and Puerto Rico, representing all fi ve have higher albedos than dark– transportation modes — air, highways, colored surfaces. Pavements with public transportation, rail, and water. lower albedo absorb more sunlight AASHTO publishes numerous design and get hotter. Pavements with higher guidance publications, including albedo absorb less sunlight and are A Policy on Geometric Design of therefore cooler, mitigating the urban Highways and Streets (“Green Book”). heat island effect www.epa.gov/ www.transportation.org/?siteid= heatisland/resources/faq.html#7. 37&pageid=310 Conventional asphalt has an albedo in the range 0.04 to 0.12, while ADA concrete has an albedo of around 0.5. (Americans with Disabilities Act) (High Performance Infrastructure The Americans with Disabilities Act Guidelines) Refl ectance is also gives civil rights protections to measured using Solar Refl ectance individuals with disabilities, similar to Index (SRI) values. those rights provided to individuals on the basis of race, color, sex, national Arterial Street origin, age, and religion. It guarantees The part of the roadway system equal opportunity for individuals with serving as the principal network of disabilities in public accommodations, through traffi c fl ow. The routes employment, transportation, state connect areas of principal traffi c and local government services, and generation and important rural telecommunications. highways entering the cities. www.ada.gov/ (Institute of Traffi c Engineers Traffi c Engineering Handbook) ADT (Average Daily Traffi c) The average number of vehicles to pass a certain point or use a certain roadway per day. Sometimes referred B to as VPD (Vehicles Per Day), this is the calculation of the total traffi c Bicycle volume during a given time (in whole Every two– or three–wheeled device days) divided by the number of days in upon which a person or persons may that period. (AASHTO: A Policy on ride, propelled by human power Geometric Design of Highways and through a belt, a chain, or gears, with Streets) such wheels in a tandem or tricycle, except that it shall not include such a device having solid tires and intended for use only on a sidewalk by pre– teenage children. (New York State Vehicle and Traffi c Law, Title 1, Article 1, §102 and Rules of the City of New York, Title 34, Chapter 4, § 4–01(b))

200 GLOSSARY Common Terms

Bicycle Facilities BID (Business Improvement BRT (Bus Rapid Transit) A general term denoting District) A fl exible, high performance rapid improvements and provisions made A not–for–profi t corporation made up transit mode that combines a variety by public agencies to accommodate of property owners and commercial of physical, operating, and system or encourage bicycling, including tenants who are dedicated to elements into a permanently parking and storage facilities, and promoting business development and integrated system with a quality shared roadways not specifi cally improving an area’s quality of life. image and unique identity. designated for bicycle use. (AASHTO: BIDs deliver supplemental services (Levinson et al., Bus Rapid Transit: A Policy on Geometric Design of such as sanitation and maintenance, Implementation Guidelines, TCRP Highways and Streets) public safety and visitor services, Report 90–Volume II) marketing and promotional programs, Bicycle Lane/Bike Lane BRT (Bus Rapid Transit) Route capital improvements, and A portion of the roadway that has A road designed to improve the beautifi cation for the area — all been designated by striping, signing, speed, reliability, and overall funded by a special assessment paid and pavement markings for the attractiveness of bus service, and by property owners within the district. preferential or exclusive use of that carries bus lines designated as www.ci.nyc.ny.us/html/sbs/html/ bicycles. (New York State Vehicle and “Select Bus Service” by MTA NYCT/ neighborhood/bid.shtml Traffi c Law, Title 1, Article 1, MTA Bus and/or other services § 102–a) Bikeway identifi ed as BRT. This also includes A generic term for any road, street, Bicycle Path/Bike Path roads that are designated for BRT path or way which in some manner is A path physically separated from service in the future, through the BRT specifi cally designated for bicycle motorized vehicle traffi c by an open Master Plan or other planning travel, regardless of whether such space or barrier and either within the documents. facilities are designated for the highway right–of–way or within an Bus exclusive use of bicycles or are to be independent right–of–way and which Every motor vehicle having a seating shared with other transportation is intended for the use of bicycles. capacity of more than fi fteen adults, modes. (AASHTO: Guide for the (New York State Vehicle and Traffi c in addition to the operator, and used Development of Bicycle Facilities) Law, Title 1, Article 1, § 102–b) for the transportation of persons, and Bioswale Bicycle Route/Bike Route every charter bus, interstate bus, A depressed, planted area designed to A bikeway designated by the intrastate bus, school bus, and convey, capture, and fi lter stormwater jurisdiction having authority with sight–seeing bus, regardless of runoff and increase rainwater appropriate directional and seating capacity. (Rules of the City of infi ltration. These systems are linear. informational route markers, with or New York, Title 34, Chapter 4, § The term "street swale" is used without specifi c bicycle route 4–01(b)) throughout this Manual. (Florida Field numbers. Bike routes should establish Bus Route Guide to Low Impact Development: a continuous routing, but may be a A street that carries one or more http://buildgreen.ufl .edu/Fact_sheet_ combination of any and all types of regularly scheduled local, commuter, Bioswales_Vegetated_Swales.pdf) bikeways. (AASHTO Guide for the or intercity bus lines running on a Development of Bicycle Facilities) In BMP (Best Management Practices) published schedule. New York City, bike routes are set Schedules of activities, prohibitions Busway forth in the New York City Cycling of practices, maintenance A physically separated lane reserved Map and come in three main procedures, and other management for bus traffi c. categories: Bicycle Path, Class 1 practices to prevent or reduce the (bridge, park or separated on–street discharge of pollutants to waters of path); Bicycle Lane, Class 2 (on–street the United States. BMPs also include striped route); and Bicycle Route, treatment requirements, operating Class 3 (on–street signed route). procedures, and practices to control plant site runoff, spillage, or leaks, sludge or waste disposal, or drainage from raw material storage. www.epa.gov/npdes/pubs/cgp_ appendixa.pdf

201 Common Terms GLOSSARY

Cast-in-Place Collector Street C Term describing a paving material, The collector street system provides Capital Project such as concrete, that is poured into both land access and traffi c A. A project that provides for the place on-site and set to harden circulation within residential, commercial, and industrial areas. It construction, reconstruction, CEQR differs from the arterial system in that acquisition, or installation of a (City Environmental Quality Review) facilities on the collector system may physical public betterment or A process by which agencies of the penetrate residential neighborhoods, improvement that would be classifi ed City of New York review proposed distributing trips from the arterials as a capital asset under generally discretionary actions to identify the through the area to the ultimate accepted accounting principles for effects those actions may have on the destination. Conversely, the collector municipalities, or any preliminary environment. CEQR is New York City’s street also collects traffi c from local studies and surveys relative thereto, process for implementing SEQRA streets in residential neighborhoods or any underwriting or other costs (New York State Environmental and channels it into the arterial incurred in connection with the Quality Review Act), which requires system. In the central business fi nancing thereof; that state and local governmental district, and in other areas of like B.The acquisition of property of a agencies assess environmental development and traffi c density, the permanent nature, including wharf effects of discretionary actions collector system may include the property; before undertaking, funding, or street grid, which forms a logical C. The acquisition of any furnishings, approving such actions, unless they entity for traffi c circulation. (FHWA: machinery, apparatus, or equipment fall within certain statutory or Functional Classifi cation Guidelines) for any public betterment or regulatory exemptions from the improvement when such betterment requirements for review. www.nyc. Commercial District or improvement is fi rst constructed or gov/html/oec/html/ceqr/ceqrfaq. A commercial district, designated acquired; shtml by the letter C (C1–2, C3, C4–7, for D. Any public betterment involving example), is a zoning district in which Channelization either a physical improvement or the commercial uses are allowed and The separation or regulation of acquisition of real property for a residential uses may also be confl icting traffi c movements into physical improvement consisting in, permitted, as described in the Zoning defi nite paths of travel by traffi c including, or affecting (1) streets and Resolution of the City of New York. islands or pavement marking to parks, (2) bridges and tunnels, (3) www.nyc.gov/html/dcp/html/ facilitate the orderly movements of receiving basins, inlets, and sewers, subcats/zoning.shtml both vehicles and pedestrians. including intercepting sewers, plants (AASHTO: A Policy on Geometric Community Facilities or structures for the treatment, Design of Highways and Streets) As used in this manual, community disposal or fi ltration of sewage, facilities are elements of the including grit chambers, sewer Clear Path streetscape that serve useful tunnels, and all necessary A straight unobstructed path for functions to street users beyond accessories thereof, or (4) the fencing pedestrian circulation on the infrastructure and vehicular of vacant lots and the fi lling of sunken sidewalk. (Rules of the City of New operations. Examples include street lots; York, Title 34, Chapter 7, § 7–06(c) furniture (e.g., bike racks and E. Any other project allowed to be (3)). (See also defi nition of clear path newsstands), public and café seating, fi nanced by the local fi nance law, with in DCA’s rules and in the ADA.) public art, and plantings. Their use is the approval of the mayor and the Coeffi cient of Friction generally authorized through permits, comptroller; A value between 0 and 1 representing revocable consents, and/or F. Any combination of the above. the ratio of the force of resistance maintenance agreements. (New York City Charter § 210.1) between the horizontal motion of a body or object and a surface to the force pushing the body or object down on that surface. Surfaces with lower values, such as ice, are more slippery, while surfaces with higher values, such as concrete, are less slippery.

202 GLOSSARY Common Terms

Concession Cutoff Driveway A grant made by an agency for the Outdoor luminaires may be Every entrance or exit authorized private use of city–owned property categorized according to the four pursuant to applicable law and used for which the city receives classifi cations established by the by vehicular traffi c to or from lands or compensation other than in the form IESNA of full cutoff, cutoff, semi– buildings abutting a highway. (Rules of of a fee to cover administrative costs, cutoff, and non–cutoff to distinguish the City of New York, Title 34, except that concessions shall not the range in quantity of upward light Chapter 4, § 4–01(b)) include franchises, revocable and light above a horizontal plane consents, and leases. (NYC Charter, emitted by a light source. Section 362(a); Rules of the City of Cut–Through Traffi c F New York, Title 12) Traffi c using minor roadways, usually Controlled–Access Highway residential streets, as shortcuts to Flag (sidewalk) Every highway, street, or roadway in avoid congestion on major streets. A fl at slab of stone used as a paving respect to which owners or occupants (U.S. Traffi c Calming Manual, material. (American Heritage® of abutting lands and other persons American Planning Association, Dictionary of the English Language, have no legal right of access to or 2009) Fourth Edition) from the same except at such points Curb Franchise only and in such manner as may be A vertical or sloping member along A grant by an agency of a right to determined by the public authority the edge of a roadway clearly defi ning occupy or use the inalienable property having jurisdiction over such highway, the pavement edge. of the city (usually, streets or street, or roadway. (New York State Vehicle and Traffi c sidewalks) to provide a public service. (New York State Vehicle and Traffi c Law, Title 1, Article 1, § 111) (NYC Charter, Section 362(b)) Law, Title 1, Article 1, § 109) Furnishing Zone Crosswalk A multi–purpose area of the roadside. A. That part of a roadway at an D It serves as a buffer between the intersection included within the pedestrian travel way and the connections of the lateral lines of Design Speed vehicular area of the thoroughfare the sidewalks on opposite sides of A selected speed used to determine within the curbs, and it provides the highway between the curbs or, in the various geometric design features space for roadside appurtenances the absence of curbs, between the of the roadway. The assumed design such as street trees, planting strips, edges of the traversable roadway; speed should be a logical one with street furniture, utility poles, sidewalk B. Any portion of a roadway at an respect to the topography, cafés, sign poles, signal and electrical intersection or elsewhere distinctly anticipated operating speed, the cabinets, phone booths, fi re hydrants, indicated for pedestrian crossing by adjacent land use, and the functional bicycle racks, and bus stop shelters. lines or other markings on the classifi cation of highway. (Institute of Transportation Engineers, surface. (New York State Vehicle and (AASHTO: A Policy on Geometric Context Sensitive Solutions in Traffi c Law, Title 1, Article 1, § 110) Design of Highways and Streets) Designing Major Urban Thoroughfares for Walkable CSO (Combined Sewer Overfl ow) Design Vehicle Communities: An ITE Proposed A discharge of excess wastewater Selected vehicles, with Recommended Practice) from a combined sewer system representative weight, dimensions, (sewers that are designed to collect and operating characteristics, which rainwater runoff, domestic sewage, are used to establish highway design and industrial wastewater in the same controls for accommodating vehicles G pipe) directly into nearby streams, of designated classes. (AASHTO: A rivers, or other water bodies during Policy on Geometric Design of Gateway periods of heavy rainfall or snowmelt Highways and Streets) A combination of traffi c–calming and when the wastewater volume exceeds visual measures used at the entrance Driver the capacity of the sewer system or to a low speed street to slow entering Every person who operates or drives treatment plant. vehicles and discourage through– or is in actual physical control of a cfpub.epa.gov/npdes/home. traffi c. vehicle. (New York State Vehicle and cfm?program_id=5 Traffi c Law, Title 1, Article 1, § 113)

203 Common Terms GLOSSARY

Green Book See A Policy on Geometric Design of H I Highways and Streets. Highway IESNA Green Infrastructure The entire width between the The Illuminating Engineering Society An adaptable term used to describe boundary lines of every way publicly of North America is a professional an array of products, technologies, maintained when any part thereof is organization of lighting engineers and practices that use natural open to the use of the public for with a commitment to sharing their systems — or engineered systems that purposes of vehicular travel. knowledge and expertise. IESNA has mimic natural processes — to enhance (New York State Vehicle and Traffi c established recommended guidelines overall environmental quality and Law, Title 1, Article 1, § 118) regarding levels of illumination for street and pedestrian lighting. provide utility services. As a general High Water Table principal, green infrastructure The highest level of the groundwater Intersection techniques use soils and vegetation in a given area, taking into account The area contained within the grid to infi ltrate, evapotranspirate, and/or seasonal and periodic storm event created by extending the curblines of recycle stormwater runoff. When fl uctuations. two or more streets at the point at used as components of a stormwater which they cross each other. Historic District management system, green (Rules of the City of New York, Title Any area which (1) contains infrastructure practices such as 34, Chapter 2, § 2–01) green roofs, porous pavement, rain improvements that have a special gardens, and vegetated swales can character or special historical or produce a variety of environmental aesthetic interest or value; and benefi ts. In addition to effectively represent one or more periods or L retaining and infi ltrating rainfall, styles of architecture typical of one or these technologies can more eras in the history of they city; LED simultaneously help fi lter air and cause such area, by reason of A light emitting diode converts pollutants, reduce energy demands, such factors, to constitute a distinct electricity to light through the mitigate urban heat islands, and section of the city; and (2) has not movement of electrons. It does not sequester carbon while also providing been designated as a historic district have a fi lament and is more effi cient communities with aesthetic and pursuant to Title 25 of the than incandescent bulbs. It consumes natural resource benefi ts. Administration Code of the City of less energy, is more compact, and cfpub.epa.gov/npdes/ New York. (Administrative Code of the lasts longer than traditional light greeninfrastructure/information. City of New York, Title 25, Chapter 3, sources. Section 25–302(h)) cfm#glossary Limited Use Street Greenstreet Horizontal Defl ection A legally mapped street to be Paved traffi c islands and medians The horizontal (sideways) movement temporarily closed to motor vehicles converted into green spaces fi lled of moving vehicles compelled through by the Department of Transportation, with shade trees, fl owering trees, physical and/or visual changes to the in accordance with lawfully shrubs, and/or groundcover, pursuant roadway alignment, for example a authorized signs or other traffi c to a program established in 1996 and bend in the road. control devices. (Rules of the City of as further referred to in a Master HPS (High Pressure Sodium) New York, Title 34, Chapter 4, Agreement between NYC DOT and A type of lamp which uses sodium gas §4–12(r)(4)) NYC DPR. to produce light. It is one of the most effi cient sources of light.

204 GLOSSARY Common Terms

Local Street rehabilitation to occur. The local street system comprises all cfpub.epa.gov/npdes/ P greeninfrastructure/information. facilities not on one of the higher Park cfm#glossary systems. It serves primarily to provide Parking direct access to abutting land and The standing of a vehicle, whether access to the higher order systems. It occupied or not, otherwise than offers the lowest level of mobility and M temporarily for the purpose of and usually contains no bus routes. while actually engaged in loading or Service to through traffi c movement Motor Vehicle unloading property or passengers. usually is deliberately discouraged. Every vehicle operated or driven upon (Rules of the City of New York, Title (FHWA: Functional Classifi cation a public highway which is propelled by 34, Chapter 4, § 4–01(b)) Guidelines) any power other than muscular power, Peak Hour(s) except as otherwise provided in § Local Traffi c The hour or hours of greatest 125 of the Vehicle and Traffi c Law. Vehicular traffi c whose trip origin vehicular traffi c volumes on a given (Rules of the City of New York, Title and/or destination are in the street or intersection, usually defi ned 34, Chapter 4, § 4–01(b)) immediate area of a given street. for weekday AM, MD (mid–day) and LOS (Level of Service) MUTCD PM, and Saturday MD, peak periods. A methodology for measuring traffi c (Manual on Uniform Traffi c The peak hours, rather than entire fl ow based on traveler delay and Control Devices) day, are typically analyzed in a traffi c congestion, defi ned in the Highway Defi nes the standards used by road analysis. managers nationwide to install and Capacity Manual (HCM). Grades from Pedestrian maintain traffi c control devices on all A to F are used, from free fl ow to Any person afoot or in a wheelchair. streets and highways. The MUTCD is traffi c jam conditions. Historically (New York State Vehicle and Traffi c published by the Federal Highway used primarily for motor vehicle Law, Title 1, Article 1, § 130) traffi c, LOS methodologies have also Administration (FHWA) under 23 been devised for pedestrian, bicyclist, Code of Federal Regulations (CFR), Plaza and transit operations. Part 655, Subpart F. An area designated for use by mutcd.fhwa.dot.gov/ pedestrians, which may vary in size Low Impact Development (LID) and shape; which may abut a sidewalk A comprehensive stormwater and is located fully within the bed of a management and site–design O roadway; may be at the same level as technique. Within the LID framework, the roadway or raised above the level the goal of any construction project is Operating Speed of the roadway; may be physically to design a hydrologically functional The speed at which drivers are separated from the roadway by site that mimics predevelopment observed operating their vehicles curbing, bollards, or other separators; conditions. This is achieved by using during free–fl ow conditions. The 85th may be treated with special markings design techniques that infi ltrate, percentile of the distribution of and materials; and may contain fi lter, evaporate, and store runoff observed speeds is the most benches, tables, or other facilities for close to its source. Rather than rely frequently used measure of the pedestrian use. on costly large–scale conveyance and operating speed associated with a treatment systems, LID addresses A Policy on Geometric Design of particular location or geometric stormwater through a variety of small, Highways and Streets feature. (AASHTO: A Policy on cost–effective landscape features Often referred to as the Geometric Design of Highways and located on–site. LID is a versatile “Green Book,” this document is Streets) approach that can be applied to new published by AASHTO and contains development, urban retrofi ts, and “design practices in universal use as revitalization projects. This design the standard for highway geometric approach incorporates strategic design.” bookstore.transportation. planning with micro–management org/item_details.aspx?ID=109 techniques to achieve environmental protection goals while still allowing for development or infrastructure

205 Common Terms GLOSSARY

Private Road Right of Way Scoring (concrete) Every way or place in private The right of one vehicle or pedestrian Marking the surface of concrete for ownership and used for vehicular to proceed in a lawful manner in visual or textural effect. “Tooled joint” travel by the owner and those having preference to another vehicle or scoring refers to concrete sidewalk express or implied permission from pedestrian approaching under such fl ag joints fi nished with a hand- the owner, but not by other persons. circumstances of direction, speed, trowelled border. “Simulated saw-cut (New York State Vehicle and Traffi c and proximity as to give rise to danger joint” scoring refers to concrete Law, Title 1, Article 1, § 133) of collision unless one grants sidewalk fl ag joints fi nished using a precedence to the other. spacer to simulate the appearance of Public Highway (New York State Vehicle and Traffi c joints cut with a masonry saw. Any highway, road, street, avenue, Law, Title 1, Article 1, § 139) alley, public place, public driveway, or Sidewalk any other public way. (New York State Right–of–Way That portion of a street, whether Vehicle and Traffi c Law, Title 1, Article A general term denoting land, paved or unpaved, between the curb 1, § 134) property, or interest therein, usually in lines or the lateral lines of a roadway a strip, acquired for or devoted to and the adjacent property lines transportation purposes. intended for the use of pedestrians. R (AASHTO: Guide for the Development Where it is not clear which section is of Bicycle Facilities) intended for the use of pedestrians, the sidewalk will be deemed to be that Rain Garden Road portion of the street between the A planted depression that captures An open way for the passage of building line and the curb. and absorbs rainwater that would vehicles, persons, or animals on land. (Rules of the City of New York, otherwise fl ow into a storm drain. (FHWA) (Florida Field Guide to Low Impact Title 34, Chapter 4, § 4–01(b)) Roadbed Development: http://buildgreen.ufl . Simulated Saw-Cut Joint The graded portion of a highway edu/Fact_sheet_Bioretention_Basins_ See scoring (concrete) Rain_Gardens.pdf) within top and side slopes, prepared as a foundation for the pavement Solar Refl ectance Index (SRI) Restricted Use Street structure and shoulder. (FHWA) SRI is a value that incorporates both A legally mapped street to be solar refl ectance and emittance in a Roadway permanently closed to motor vehicles single value to represent a material’s That portion of a street designed, by the Department of Transportation, temperature in the sun. SRI quantifi es improved, or ordinarily used for and open to use by pedestrians. how hot a surface would get relative vehicular travel, exclusive of the (Rules of the City of New York, Title to standard black and standard white shoulder and slope. (Rules of the City 34, Chapter 4, §4–12(r)(4)) surfaces. It is calculated using of New York, Title 34, Chapter 2, equations based on previously Revocable Consent §2–01) A grant by the city of a right, measured values of solar refl ectance revocable at will…to an owner of real and emittance as laid out in the property or, with the consent of the American Society for Testing and owner, to a tenant of real property to Materials Standard E 1980. It is use adjacent inalienable property S expressed as a fraction (0.0 to 1.0) or (usually, streets or sidewalks) for such percentage (0% to 100%). (United purposes as may be permitted by Shared Use Path States Environmental Protection rules of NYC DOT or NYC DoITT. A bikeway physically separated from Agency: www.epa.gov/heatisld/ (For full defi nition see NYC Charter, motorized vehicular traffi c by an open resources/glossary.htm) space or barrier and either within the Section 362(c)(2); Rules of the City of Source Control highway right–of–way or within an New York, Title 34, Chapter 7, Section Action to prevent pollution where it independent right–of–way. Shared 7–01) originates. use paths may also be used by www.stormwaterauthority.org/ pedestrians, skaters, wheelchair glossary.aspx users, joggers, and other non– motorized users. (AASHTO Guide for the Development of Bicycle Facilities)

206 GLOSSARY Common Terms

Source Reduction Supplementary Cementitious Traffi c Calming The technique of stopping and/or Materials (SCM) The combination of mainly physical reducing pollutants at their point of Industrial by–products such as coal measures that reduce the negative generation so that they do not come fl y ash, granulated blast furnace slag, effects of motor vehicle use, alter into contact with stormwater. and silica fume that are used as a driver behavior and improve www.cabmphandbooks.com/ partial replacement for portland conditions for non–motorized street Documents/Development/Section_7. cement in concrete. (Green In Practice users. As opposed to traffi c control pdf 107 — Supplementary Cementitious devices that are regulatory and Materials, Portland Cement require enforcement, traffi c calming Stand Association). SCM’s are pre– measures are intended to be self– Standing consumer recycled materials that enforcing. (ITE: Traffi c Calming: State The stopping of a vehicle, whether would otherwise have been disposed of the Practice, 1999) occupied or not, otherwise than of in landfi lls, providing cost savings temporarily for the purpose of and Traffi c Control Device to concrete manufacturers and while actually engaged in receiving or All signs, signals, markings, and reducing environmental impact discharging passengers. devices placed or erected by caused by averting disposal (High (New York State Vehicle and Traffi c authority of a public body or offi cial Performance Infrastructure Law, Title 1, Article 1, § 145 and having jurisdiction for the purpose of Guidelines). Rules of the City of New York, Title 34, regulating, warning or guiding traffi c. Chapter 4, § 4–01(b)) Swale (New York State Vehicle and Traffi c See Bioswale Law, Title 1, Article 1, § 153) Stop Stopping Transitway Any halting even momentarily of a Any roadway or series of roadways vehicle, whether occupied or not. T designated for the exclusive use of (Rules of the City of New York, Title buses or taxis or such other 34, Chapter 4, § 4–01(b)) Target Speed designated high occupancy vehicles as may be permitted, during certain Street The speed at which vehicles should hours of the day, with access to such A street, avenue, road, alley, lane, operate on a thoroughfare in a roadway(s) limited to one block highway, boulevard, concourse, specifi c context, consistent with the thereof to other vehicles for the parkway, driveway, culvert, sidewalk, level of multimodal activity generated purpose of delivery of goods or crosswalk, boardwalk, and viaduct, by adjacent land uses, to provide both services or the picking up or dropping and every class of public road, square mobility for motor vehicles and a safe off of passengers. and place, except marginal streets. environment for pedestrians and (Rules of the City of New York, Title (New York City Charter § 210.7) bicyclists. The target speed is usually the posted speed limit. (ITE Context 34, Chapter 4, § 4–01(b)) Street Tree Sensitive Solutions in Designing Truck A tree growing in the public right–of– Major Urban Thoroughfares for Except as otherwise specifi ed in the way. Walkable Communities) Rules of the City of New York, Title 34, www.nycgovparks.org/sub_your_ Chapter 4, § 4–01(b,) a truck is park/trees_greenstreets/faq.html Through Traffi c Vehicular traffi c whose trip origin and defi ned as any vehicle or combination destination are not in the immediate of vehicles designed for the area of a given street. transportation of property, which has either of the following characteristics Traffi c two axles, and six tires; or three or Pedestrians, ridden or herded more axles. (Rules of the City of New animals, vehicles, bicycles, and other York, Title 34, Chapter 4, § 4–13(a)) conveyances either singly or together while using any highway for purposes Truck Route of travel. (New York State Vehicle and See Rules of the City of New York, Traffi c Law, Title 1, Article 1, § 152) Title 34, Chapter 4, § 4–13.

Tooled Joint See scoring (concrete)

207 Common Terms GLOSSARY

Unit Paver Paving materials that are precast, such as hexagonal asphalt pavers, or individually hewn, such as granite blocks, such that each paver is a single unit that can be remove or replaced.

Urban Heat Island Many urban and suburban areas experience elevated temperatures compared to their outlying rural surroundings; this difference in temperature is what constitutes an urban heat island. The annual mean air temperature of a city with one million or more people can be 1.8 to 5.4 degrees F (1 to 3 degrees C) warmer than its surroundings, and on a clear, calm night, this temperature difference can be as much as 22 degrees F (12 degrees C). Even smaller cities and towns will produce heat islands, though the effect often decreases as city size decreases. (US EPA: Reducing Urban Heat Islands: Compendium of Strategies)

Vehicle Every device in, upon, or by which any person or property is or may be transported or drawn upon a highway, except devices moved by human power or used exclusively upon stationary rails or tracks. (New York State Vehicle and Trafﬁ c Law, Title 1, Article 1, § 159 and Rules of the City of New York, Title 34, Chapter 4, § 4–01(b))

Vertical Deﬂ ection The vertical (upward) displacement of moving vehicles by way of a raising of the roadbed surface, for example with a hump, table, or other raised element.

208 Appendices

A Design Review Cover Sheet ...... 210 B Agency Roles on the City’s Streets ...... 216 C Legal & Design Guidance References ...... 219 D DOT Design Review Process ...... 223

209 A. Design Review Cover Sheet APPENDICES

Design Review Introduction The following cover sheet can be attached to all street designs submitted to Cover Sheet NYC DOT for review or approval*. The description of the history, scope, context, overall project goals, and the major recommendations provided by the submitter via this form allows NYC DOT or other reviewing agencies to provide a more expeditious evaluation, potentially reducing review time and minimizing requests for revisions late in the project development process.

This version included as part of the Street Design Manual is provided for reference only — readers should use the digital version available for download on NYC DOT’s website at: nyc.gov/streetdesignmanual.

*Note: DDC projects should be submitted to NYC DOT Ofﬁ ce of Capital Program Management for review coordination. All other projects should be submitted to the appropriate NYC DOT Borough Commissioner ofﬁ ce for review coordination.

210 APPENDICES A. Design Review Cover Sheet

A. PROJECT INFO

1. Project Name

2. Project/Budget ID(s) (if applicable)

3. Design Completion (%)

4. Lead Agency/Entity

5. Contact(s)

6. Partner Agencies/Entities

7. Project Location

Borough

Community District

Council District

Assembly District

Senate District

Congressional District

8. Project Area (precise street limits and scope)

9. Project History & Impetus

10. Project Goals

11. Project Budget

12. Funding Sources

13. Project Scope

14. Dates Started/Anticipated to Start:

Planning

Preliminary Design

Final Design

Construction

211 A. Design Review Cover Sheet APPENDICES

B. CONTEXT

1. History & Character: Describe the history and character of the project area and how the proposed design responds to these.

2. Land Use: Describe the predominant land uses and densities within the project area, including any historic districts or special zoning districts, and the compatibility of the proposed design with these.

3. Major Sites: Major Sites: Describe any major sites, destinations, and trip generators within or proximate to the project area, including prominent landmarks, commercial, cultural and civic institutions, and public spaces, and how the proposed design can support these sites.

C. OPERATIONS

1. Walking: Describe existing walking conditions within the project area, desired future conditions, and how the proposed design addresses walking conditions, including pedestrian safety, volumes, comfort and convenience of movement, important walking connections, and quality of the walking environment.

2. Bicycling: Describe existing bicycling conditions within the project area, desired future conditions, and how the proposed design addresses bicycling conditions, including bicyclist safety, volumes, comfort and convenience of movement, existing or proposed bike routes and other important bicycling connections, and bicycle parking.

212 APPENDICES A. Design Review Cover Sheet

C. OPERATIONS

3. Motor Vehicles: Describe existing motor vehicle conditions within the project area, desired future conditions, and how the proposed design addresses motor vehicle conditions, including motor vehicle safety, volumes, access, important motor vehicle connections, appropriateness of motor vehicle traffi c to the particular street (e.g., local versus through traffi c) and reducing the negative impacts of motor vehicle traffi c.

4. Transit: Describe existing transit conditions within the project area, desired anticipated future conditions, and how the proposed design addresses transit conditions, including bus routes and operations, subway or other transit station access, and supportiveness of transit usage and users.

5. Trucks/Freight: Describe existing truck conditions within the project area, desired future conditions, and how the proposed design addresses truck conditions, including truck routes, safety, volumes, access, mobility and reducing the negative impacts of truck trafﬁ c.

6. Access: Describe how the proposed design addresses the needs of those with increased access or mobility requirements such as the disabled, elderly, and children, including ADA compliance and any school or senior safety zones within the project area, if applicable.

7. Curbside Conditions: Describe existing curbside demand and usage patterns within the project area, desired future conditions, and how the proposed design addresses curbside conditions, including allocation of space for parking, loading, and drop–off, and pedestrian space.

8. Public Space: Describe existing public space conditions within the project area and how the proposed design affects public space, including any proposed new public space and any new pedestrian seating or other enhancements to the public realm.

213 A. Design Review Cover Sheet APPENDICES

C. OPERATIONS

9. Drainage: Describe potential disturbance to existing stormwater ﬂ ow patterns or existing catch basins, and/or the need for new sewer connections.

10. Street Cuts: Describe observed frequency of utility “cuts” into the roadway within the project area and how the proposed design addresses street cut conditions, including improvement or consolidation of utility infrastructure.

D. GREENING

1. Street Trees: Describe existing street tree coverage within the project area and how street trees are included in the proposed design.

2. Greenstreets & Plantings: Describe any existing Greenstreets and Greenstreet opportunities within the project area and any Greenstreets or other planted areas that are included in the proposed design.

3. Stormwater Control: Describe stormwater runoff conditions including the inﬁ ltration ability of underlying soil within the project area and what, if any, stormwater source controls are included in the proposed design.

4. Flooding: Describe any ﬂ ooding conditions within the project area and how the proposed design addresses ﬂ ooding.

214 APPENDICES A. Design Review Cover Sheet

D. GREENING

5. Maintenance Partner(s): Describe any potential and/or committed maintenance partners (e.g., DPR) and level of commitment (e.g., watering, weeding, pruning, litter removal, replacements).

6. Permits: Describe whether any wetlands or coastline areas are within 100 feet of the project area and whether permits from the New York State Department of Environmental Conservation or the Army Corps of Engineers are necessary.

E. STREET DESIGN MANUAL

1. Materials, Lighting & Furniture: Describe existing and proposed street materials, lighting and furniture, including paving materials; lighting poles, ﬁ xtures and levels; and street furniture.

2. Application: Describe how the proposed design follows the guidelines of the New York City Street Design Manual in regards to overall policies and principles, street geometry, materials, lighting, and street furniture.

3. Major Deviations from Guidelines: Where the design deviates from the guidelines or policies and principles of the Manual, provide explanation.

4. Pilot Treatments: Describe any pilot treatments being proposed, whether geometric or material treatments.

215 B. Agency Roles on the City’s Streets APPENDICES

Agency Roles on the This diagram summarizes the roles and responsibilities of city agencies and City’s Streets other entities related to the most visible aspects of the City’s streets. It does not include all agencies with street–related roles and is not intended to be a literal representation of appropriate street furniture locations.

An expanded listing follows.

Permits for Construction on Facades; Marquees; Awnings; Sidewalk or in Roadway Canopies & Signage NYC DOT NYC DOB NYC DOT

Coordinated Street Furniture Franchise Street Lighting; NYC DOT Light Poles & Banners NYC DCA NYC DOT

Sidewalk Street Furniture; Trafﬁ c Controls; Sidewalk Cafes Maintenance & Supplementary Roadway Repairs NYC DCA Repair Maintenance & Services NYC DOT Property Owners Various BIDs (via NYC SBS) Bike Rack Sidewalk Permits; Utilities NYC DOT Revocable Consents; Roadway & Sidewalk Various Vaults; Curb Cuts; Hardware Street Tree Permits Cellar Doors; MTA & Design Standards Newsracks Utility Companies NYC DPR Sidewalk Sheds NYC DEP NYC DOB Greenstreets Drainage, Sewers & NYC DOT NYC DPR Catch Basins NYC DOT NYC DEP

216 APPENDICES B. Agency Roles on the City’s Streets

Agency Roles on the Street Planning, NYC DOT www.nyc.gov/dot City’s Streets Design & Construction Land Acquisition Street Capital Projects NYC DCAS www.nyc.gov/dcas The following are agencies, NYC DOT NYC DDC www.nyc.gov/ddc authorities, and other (initiation, scoping, conceptual design) NYC SBS www.nyc.gov/sbs organizations that are frequently www.nyc.gov/dot involved in the design of streets NYC DEP NYC Law Department www.nyc.gov/law in New York City. This list is (initiation, scoping) www.nyc.gov/dep provided as a reference tool, for NYC EDC NYC DCP (ULURP) www.nyc.gov/dcp informational purposes only and (initiation, scoping, conceptual design, Non–Capital Street Projects fi nal design, agency alignment & is not an exhaustive list. NYC DOT (design and construction) implementation) www.nyc.gov/dot www.nycedc.com People with Disabilities NYC DDC (conceptual design, fi nal design, Mayor’s Offi ce for People with agency alignment & construction) Disabilities www.nyc.gov/html/mopd/ www.nyc.gov/ddc Street Tree & NYC DPR Tree Pit Design Standards (parks, Greenstreets) NYC DPR www.nyc.gov/parks www.nyc.gov/parks Reviews, Approvals & Permits NYS DOT (state highways within New York City) Coastal Erosion Permits www.nysdot.gov NYS DEC www.dec.ny.gov Other city, state, and federal agencies Construction on Sidewalk or and authorities for individual, typically in Roadway, Permits site–specifi c projects NYC DOT www.nyc.gov/dot Comprehensive Street Planning Curb Cut, Existing Cellar Door, NYC DOT Marquee & Awning Permits (for most public streets) www.nyc.gov/dot NYC DOB www.nyc.gov/html/dob NYC DCP Environmental Review (zoning, private streets, (CEQR/SEQRA/NEPA) transportation studies) Lead agency and involved agencies www.nyc.gov/dcp vary by project

NYS DOT Emergency Vehicle Access Review (for state and federal routes) FDNY www.nyc.gov/fdny www.nysdot.gov Historic District Review Design of Stormwater Best Management Practices/ NYC LPC www.nyc.gov/landmarks Source Controls Light Pole Banner Permits NYC DEP www.nyc.gov/dep NYC DOT www.nyc.gov/dot

NYC DPR www.nyc.gov/parks Newsracks NYC DOT www.nyc.gov/dot NYC DOT www.nyc.gov/dot

Greenstreets Review of Works of Art and NYC DPR www.nyc.gov/parks Structures (as deﬁ ned in Chapter 37, § 854 of the NYC Charter)

217 B. Agency Roles on the City’s Streets APPENDICES

NYC DC www.nyc.gov/html/artcom Wetlands Permits Street Operations (Street Lighting, Trafﬁ c Controls, etc.) Revocable Consents United States Army Corps of Engineers www.usace.army.mil NYC DOT NYC DOT www.nyc.gov/dot www.nyc.gov/dot NYS DEC NYC DCA www.dec.ny.gov Supplementary Maintenance & (sidewalk cafés) Services, Street Furniture www.nyc.gov/consumers Operation & Maintenance NYC SBS NYC DoITT Coordinated Street Furniture www.nyc.gov/html/sbs (telecommunications) Franchise (bus stop shelters, www.nyc.gov/doitt BIDs newsstands, automatic public (Business Improvement Districts) Sewers, Catch Basins & toilets, bike shelters) www.nyc.gov/html/sbs/html/ Drainage Approval NYC DOT neighborhood/bid.shtml NYC DEP www.nyc.gov/dot Tree Pit Maintenance www.nyc.gov/dep NYC DCA NYC DPR Sidewalk Shed Permits www.nyc.gov/consumers (ﬁ rst two years from planting) NYC DOB Greenstreets Maintenance www.nyc.gov/parks www.nyc.gov/html/dob NYC DPR Property owners Sidewalk Work Permits www.nyc.gov/parks (after two years from planting)

NYC DOB Roadway Maintenance and Repair Transit (Bus) Operations (Builder’s Pavement Plan) NYC DOT MTA NYCT www.nyc.gov/html/dob www.nyc.gov/dot www.mta.info/nyct NYC DOT Roadway & Retaining Wall Utilities www.nyc.gov/dot Inspection NYC DEP Special Event/Street Fair Permits NYC DOT www.nyc.gov/dep CECM www.nyc.gov/html/cecm/ www.nyc.gov/dot Private Utilities NYPD www.nyc.gov/nypd NYC DDC Empire City Subway www.nyc.gov/ddc Street Tree Permits www.empirecitysubway.com (including Tree Guards) Sidewalk Maintenance and Repair Enforcement NYC DPR Property Owners www.nyc.gov/parks Enforcement of Trafﬁ c Rules NYC DOT (including parking regulations) Street Vendor Permits (in certain zoning districts or through prior notice) www.nyc.gov/dot NYPD NYC DCA www.nyc.gov/nypd www.nyc.gov/consumers Street Cleaning, Snow Removal & Litter Removal Stoop Line Enforcement NYC DOHMH www.nyc.gov/health DSNY NYC DCA www.nyc.gov/sanitation www.nyc.gov/consumers Vaults & Canopies: Permits NYC DOT NYC DOT www.nyc.gov/dot www.nyc.gov/dot NYC DPR Water Quality Permits/Approvals www.nyc.gov/parks NYS DEC BIDs www.dec.ny.gov (Business Improvement Districts) NYC DEP www.nyc.gov/html/sbs/html/ www.nyc.gov/dep neighborhood/bid.shtml

218 APPENDICES C. Legal & Design Guidance References

Legal & Design Federal Laws and Regulations Local Laws and Regulations Guidance References Code of Federal Regulations (CFR) New York City Charter (2004) www.gpoaccess.gov/cfr/ (www.nyc.gov/html/charter/) The following are laws, rules, Manual on Uniform Traffi c Control City Planning (Chapter 8) regulations, and design guidance Devices (MUTCD) Department of Buildings (Chapter 26) documents that may be relevant www.mutcd.fhwa.dot.gov/ Department of Citywide to the design of streets. This list United States Code (USC) Administrative Services (Chapter 35) is provided as a reference tool, uscode.house.gov Department of Consumer Affairs Americans with Disabilities Act (ADA) for informational purposes only, (Chapter 64) and is not an exhaustive list. All www.ada.gov/stdspdf.htm Department of Design and Clean Air Act (CAA) public and private actions must Construction (Chapter 55) comply with all applicable laws, www.epa.gov/air/caa/ Department of Environmental Clean Water Act (CWA) rules, and regulations, not solely Protection (Chapter 57) www.epa.gov/oecaagct/lcwa.html those listed below. Department of Health (Chapter 22) National Environmental Policy Act (NEPA) Department of Parks and Recreation www.epa.gov/Compliance/nepa/ (Chapter 21) Department of Sanitation State Laws and Regulations (Chapter 31) New York State Code of Department of Small Business Rules and Regulations Services (Chapter 56) www.dos.state.ny.us/info/nycrr.htm Department of Transportation New York State Department of (Chapter 71) Environmental Conservation (Title 6) www.dos.state.ny.us/info/nycrr.htm Fire Department (Chapter 19) New York State Environmental Franchises, Revocable Consents and Quality Review Act (SEQRA) Concessions (Chapter 14) www.dec.ny.gov/public/357.html Landmarks Preservation Commission New York State Department of (Chapter 74) Transportation (Title 17) Police Department (Chapter 18) www.dos.state.ny.us/info/nycrr.htm Public Design Commission/Art New York State Environmental Commission (Chapter 37) Conservation Law (ECL) public.leginfo.state.ny.us/ Administrative Code of the City of New York New York State Highway Law 24.97.137.100/nyc/AdCode/ public.leginfo.state.ny.us/ entered.htm New York State Transportation Law Budget; Capital Projects (Title 5) public.leginfo.state.ny.us/ NYC Traffi c Rules New York State Vehicle and Construction and Maintenance Traffi c Law (VTL) (Title 27) public.leginfo.state.ny.us/ Consumer Affairs (Title 20) Contracts, Purchases and Franchises (Title 6) Environmental Protection and Utilities (Title 24)

219 C. Legal & Design Guidance References APPENDICES

Local Laws and Regulations (cont.) Public Design Commission/Art National Design Guidance Sources Commission (Title 57) Fire Prevention and Control (Title 15) AASHTO Zoning Resolution of the www.transportation.org/ Health (Title 17) City of New York A Policy on Geometric Design of Housing and Buildings (Title 26) www.nyc.gov/html/dcp/html/ Highways and Streets subcats/zoning.shtml Land Use (Title 25) (AASHTO: 2004; www.bookstore. Parks (Title18) City Environmental Quality Review transportation.org/item_details. www.nyc.gov/html/oec/html/ceqr/ aspx?ID=110) Police (Title 14) ceqr.shtml A Guide for Achieving Flexibility in Sanitation (Title 16) CEQR Technical Manual Highway Design (AASHTO: 2004; Transportation (Title 19) www.nyc.gov/html/oec/html/ceqr/ bookstore.transportation.org/item_ ceqrpub.shtml Rules of the City of New York details.aspx?ID=103) 24.97.137.100/nyc/rcny/entered. New York City Charter (Chapter 8) Guide for the Planning, Design, and htm Rules of the City of New York Operation of Pedestrian Facilities City Planning (Title 62) (Title 43 and 62) (AASHTO: 2004; bookstore. transportation.org/item_details. Community Assistance Unit (Tile 50) aspx?id=119) Department of Buildings (Title 1) Guide for the Development of Bicycle Department of Citywide Facilities (AASHTO: 1999; Administrative Services (Title 55) bookstore.transportation.org/item_ details.aspx?ID=104) Department of Environmental Note: A new version of this publication Protection (Title 15) is expected to be released in early Rules Governing the Construction of 2009 Private Sewers Rules Governing the Use of the Water American Planning Association Supply (APA) Department of Consumer Affairs U.S. Traffi c Calming Manual (Title 6) (American Planning Association & American Society of Civil Engineers: Department of Health (Title 24) 2009) Department of Parks and Recreation FHWA (Title 56) www.fhwa.dot.gov/ Department of Sanitation (Title 16) BIKESAFE: Bicycle Countermeasure Department of Small Business Selection System (FHWA: 2006; Services (Title 66) www.bicyclinginfo.org/bikesafe/) Department of Transportation PEDSAFE: Pedestrian Safety Guide (Title 34) and Countermeasure Selection NYC Traffi c Rules (Chapter 4) System (FHWA: 2004; www. NYC Highway Rules (Chapter 2) walkinginfo.org/pedsafe/) Revocable Consents (Chapter 7) Pedestrian Facilities Users Guide Fire Department (Title 3) (FHWA: 2002; www.trb.org/news/ Franchise and Concession Review blurb_detail.asp?id=1545) Committee (Title 12) Designing Sidewalks and Trails for Landmarks Preservation Commission Access (FHWA: 2001; www.fhwa. (Title 63) dot.gov/environment/sidewalks/) Police Department (Title 38) Flexibility in Highway Design (FHWA: 1997; www.fhwa.dot.gov/ environment/fl ex/)

220 APPENDICES C. Legal & Design Guidance References

Public Involvement Techniques for Local Design Guidance Sources Specifi cations for Furnishing All Transportation Decision–Making Labor and Material Necessary and NYC DCP (FHWA/FTA: 1996; www.fhwa.dot. Required for the Installation, Removal www.nyc.gov/planning gov/reports/pittd/contents.htm) or Relocation of Street Lighting New York City Bicycle Master Plan Equipment in the City of New York ITE www.ite.org/ (NYC DCP & NYC DOT: 1997; (NYC DOT: 1992; www.nyc.gov/html/ Urban Street Geometric Design www.nyc.gov/html/dcp/html/bike/ dot/html/about/dotlibrary. Handbook (ITE: 2008; www.ite.org/ mp.shtml) shtml#spec) emodules/scriptcontent/Orders/ NYC DDC Specifi cations for Furnishing All ProductDetail.cfm?pc=TB–018) www.nyc.gov/ddc Labor and Material Necessary and Context Sensitive Solutions in Active Design Guidelines: Promoting Required for the Installation or Designing Major Urban Physical Activity and Health in Design Removal of Electrical Traffi c Signal Thoroughfares for Walkable (NYC DDC, DOHMH, DOT, DCP & Equipment to Control Traffi c in the Communities: An ITE Proposed OMB: Estimated publication 2009) City of New York (NYC DOT: 1995; Recommended Practice www.nyc.gov/html/dot/html/about/ High Performance Infrastructure (ITE: 2006; www.ite.org/css/) dotlibrary.shtml#spec) Guidelines: Best Practices for the Traffi c Calming: State of the Practice Public Right–of–Way (NYC DDC & School Safety Engineering Project: (ITE & FHWA: 1999; www.ite.org/ Design Trust for Public Space: 2005) General Mitigation Measures Final traffi c/tcstate.asp#tcsop) Report (NYC DOT: 2004; www.nyc. Sustainable Urban Sites Design The Design and Safety of gov/html/dot/downloads/pdf/ Manual (DDC: 2009; www.nyc.gov/ Pedestrian Facilities schoolsafetymitigation.pdf) html/ddc/html/desogm/reports. (ITE: 1998; www.ite.org/emodules/ shtml) NYC DPR scriptcontent/Orders/ProductDetail. www.nyc.gov/parks cfm?pc=RP–026A) NYC DOT www.nyc.gov/dot Tree Planting Standards MUTCD (NYC DPR: 2008; www.nycgovparks. Standard Specifi cations mutcd.fhwa.dot.gov/ org/sub_permits_and_applications/ (NYC DOT: 1986; www.nyc.gov/html/ U.S. Access Board images_and_pdfs/TreePlanting dot/html/about/dotlibrary. www.access–board.gov/ Standards.pdf) shtml#spec) Accessible Public Rights–of–Way: Park Design for the 21st Century: Standard Details of Construction Planning and Designing for High Performance Landscape (NYC DOT: 1999; www.nyc.gov/html/ Alterations (U.S. Access Board: Guidelines (NYC DPR & the Design dot/html/about/dotlibrary. 2007; www.access–board.gov/ Trust for Public Space: Estimated shtml#spec) prowac/alterations/guide.htm) publication July 2009) Street Lighting Specifi cations and ADA and ABA Accessibility Guidelines Standard Drawings (U.S. Access Board: 2004; www. (NYC DOT: 1992; www.nyc.gov/html/ access–board.gov/ada–aba/) dot/html/about/dotlibrary. The Americans with Disabilities Act shtml#spec) Accessibility Guidelines for Buildings Instructions for Filing Plans and and Facilities Guidelines for the Design of (U.S. Access Board: 2002; www. Sidewalks, Curbs, Roadways and access–board.gov/adaag/html/ Other Infrastructure Components adaag.htm) www.nyc.gov/html/dot/html/ Accessible Rights–of–Way: A Design permits/stpermit.shtml#instructions Guide (U.S. Access Board: 1999; www.access–board.gov/prowac/ guide/PROWGuide.htm)

221 C. Legal & Design Guidance References APPENDICES

Stormwater Source Control / Street Planning Resources Best Management Practices (BMP) Downtown Brooklyn Trafﬁ c Calming Design Guidance Sources Study (NYC DOT: 2004; www.nyc. PlaNYC Sustainable Stormwater gov/html/dot/html/motorist/ Management Plan dntnbklyntraf.shtml) (NYC: 2008; www.nyc.gov/html/ Project Development & Design Guide planyc2030/html/stormwater/ (Massachusetts Highway stormwater.shtml) Department: 2006; www.mhd.state. State of New York Stormwater ma.us/default.asp?pgid=content/ Management Design Manual designGuide&sid=about) (New York State Department of San Francisco Better Streets Environmental Conservation: 2008; Plan–Draft for Public Review (City www.dec.ny.gov/chemical/29072. and County of San Francisco: June html) 2008; www.sfbetterstreets.org) City of Chicago Stormwater Smart Transportation Guidebook: Management Ordinance Manual Planning and Designing Highways (Chicago Department of Water and Streets that Support Sustainable Management: 2008) and Livable Communities City of Portland Stormwater (New Jersey DOT/Pennsylvania DOT: Management Manual 2008; www.smart–transportation. (Portland Bureau of Environmental com/guidebook.html) Services: 2008; www.portlandonline. com/bes/index.cfm?c=47952) City of Philadelphia Stormwater Management Guidance Manual (Philadelphia Water Department Ofﬁ ce of Watersheds: 2008; www.phillyriverinfo.org/Programs/ SubprogramMain.aspx?Id= StormwaterManual)

222 APPENDICES D. DOT Design Review Process

DOT Design The following two pages illustrate NYC DOT’s design review process for internally generated street projects that fl ow through DDC and for externally Review Process: generated projects that are initiated by EDC or other entities. In both DDC Infrastructure conditions, one offi ce will coordinate DOT’s review and comments. In this way, Capital Projects the review period for proposed designs will be expedited and responses coordinated. The chart does not include review by the Offi ce of Management and Budget, the Public Design Commission or the Landmarks Preservation Commission.

Borough Commissioners

Bike/Pedestrian/School Safety

Franchises and Revocable Concerns

Highway Design

Planning and Sustainability

Ofﬁ ce of Construction DDC DOT CPM Coordination Mitigation and Coordination/ Permits

Roadway Repair and Maintenance

Sidewalks and Inspection Management

Street Lighting & Signals

Trafﬁ c Planning/CEQR

223 D. DOT Design Review Process APPENDICES

DOT Design Review Process: EDC and Private Sector Streetscape Projects

Bike/Pedestrian/School Safety

Capital Program Management

Franchises and Revocable Concerns

Highway Design

Planning and Sustainability

Ofﬁ ce of Construction EDC or Private DOT Borough Commissioner Mitigation and Coordination/ Sector Entities Coordination Permits

Roadway Repair and Maintenance

Sidewalks and Inspection Management

Street Lighting & Signals

Trafﬁ c Planning/CEQR

224 Index

Index shared use, 53, 55 A signal protected, 54 Accessibility, 22, 39 signed route, 55 buses, 70 space requirements, 54–55 medians and, 73 standard, 55 in shared streets, 59, 60 trafﬁ c calming and, 51 on sidewalks, 62 visual emphasis for, 51

Albedo. See Solar Reﬂ ectance Bikes and bicycling Index values parking/racks, 38, 69, 191, 193 road surfaces preferred, 108 Alliance luminaires and poles, 160 shelters, 193 Alliance trafﬁ c signal pole, 188 street design and, 22, 23, 38

Asphalt Bioswales. See Street swales applications, 109, 110, 111, 127, 128, Bishops Crook light poles, 168 136, 144 composition, 109, 111 Bluestone applications, 129 high albedo, 110 ﬂ ags, 129 imprinted, 109, 144 maintenance, 129 maintenance, 109, 110, 111, 127, Bluestone sidewalk, 129 128, 136 Bollards, 82, 84 mastic, 127 pavers, 115, 128, 136 Boulevards, 31, 59, 72, 90

pilot project applications, 110, 111 Builder’s Pavement Plan, 106 porous, 111 Bus lanes/busways, 31, 56–58 thermoplastic imprinting on, 118 boarding islands and, 56 Asphaltic concrete, 108 bulbs, 70 Automated public toilets, 195 curb-aligned, 56, 57, 58 delivery accommodations and, 56, 58 Automobiles. See Motor Vehicles double, 57 geometric treatment and design, 56–58 interior, 56 B intersection design and, 56, 57 location, 56 Benches, 197 marking designations, 57 median, 56, 58 Bicycle boulevards, 32 minimization of vehicle intrusion in, Bike lanes/paths, 3, 16, 31, 50–55 57, 58 buffered, 50, 51, 52, 55 off-board fare collection, 32 “dooring” and, 52 parking loss and, 56 emergency vehicle access and, 52 passenger shelters, 70 geometric treatment and design, 50–55 queue-jump, 56, 57 grade-separated, 52 queuing areas, 32 intersections and, 53 red-colored, 56, 57 markings for, 51 rights-of-way and, 56 median-separated, 52, 53 separated, 58 one-way, 50 Bus stop shelters, 192 parking loss and, 54–55 parking-separated, 50, 52 protected with mixing zones, 54 right-of-way and, 52 safety issues, 52

225 Index

design for, 67 C emergency access and, 67

Chicanes, 71, 85 furnishings and, 69 with Greenstreet plantings, 68–71 City Environmental Quality Review, landscaped, 68 26, 45, 104 locations, 66 City Light light poles, 170 maintenance and, 68, 69 mid-block narrowing, 23, 71 Clear Corner Policy, 62 planted swales and, 68 Cobblestone roadways, 113, 114 stormwater management and, Cobblestones, 113, 133 67, 68 applications, 114, 134, 135 trafﬁ c calming and, 69 concrete, 134 width, 67 maintenance, 135 Curb(s) modular, 114, 135 concrete, 139, 140 Cobra head luminaires, 155, 174 extensions, 65–71 granite, 142 Concrete integral concrete with gutter, 141 applications, 108, 112, 115, 120, 121, materials for, 137–142 122, 123, 134, 137, 145 mountable, 82 cobble, 134 radii, 46, 87 color, 108 steel-faced, 139 composition, 108, 112, 122, 139 curbs, 141 Cut-off. See Lighting with exposed aggregate, 122, 137 hexagonal pavers, 145 maintenance, 108, 115, 120, 121, D 122, 123, 137 permeable, 115 Davit light poles, 156, 158, 162, porous, 125 174, 175

sand-colored with exposed aggregate, Decorative gravel, 146 124 Design and review process, 17, 24, 26, sidewalks, 120–125 223–224 with silicon carbide treatment, 123 tinted, 121–123, 122, 123, 140 Design Commission, 17, 26, 106 untinted, 120, 139 Diagonal trafﬁ c diverters, 82 Coordinated Street Furniture Franchise, Drainage, 39, 47, 67, 73 192, 195

Crosswalks materials, 116–118 E street design, 116–118 thermoplastic imprinting, 118 Emergency access, 46

Cul-de-sacs, 83, 84 bus lanes/busways and, 56, 58 curb extensions and, 67 Curb extensions, 31, 32, 46, 65–71 in full closures, 84 “blockbuster,” 66 medians and, 72 bus bulb, 70 speed reducers and, 76–77 chicane, 71 choker, 71 with community facilities, 69 corner, 23 curbside loading between, 66

226 Index

Goals F policy, 21–24 project, 40 Flatbush Avenue light poles, 158, 162, 163 Granite applications, 113, 117, 130, 133, 142 Flooding, 39 maintenance, 113, 130, 133 Flushing Meadows luminaires and poles, Granite block roadbed, 113 177 Granite block sidewalk, 133 Forced turn diverters, 81 Granite curbs, 142 Freight. See Trucks Granite pavers, 117 Full closure diverters, 84 Granite slab sidewalk, 130 Full sidewalk, 62, 63 Gravel Fulton luminaires and poles, 159, 176 applications, 146, 147 Furnishing zones, 132 decorative, 146 applications, 132 resin-bound, 147 locations, 132 Greenstreets, 31, 32, 33, 39, 47, 98 sidewalk, 63, 132–137

Furniture, 27, 32, 190–198 curb extensions and, 69 H

Half closure diverters, 83

G Handicapped access. See Accessibility

Gateways, 32, 33, 60, 78, 90 Heat island effect, 93, 98, 110 as transitions, 78 Helm luminaires, 161–162 General streets, 31 Hexagonal asphalt pavers, 128 Geometric treatment and design, Hexagonal concrete pavers, 145 27, 43–99 accessibility and, 46 High albedo asphalt, 110 applicability, 45 Historic districts, 121 design vehicles and, 46 granite curbs, 142 emergency access and, 46 roadways, 113 function of, 45 sidewalks, 62, 129 guidance sources, 45 intersections and, 46 limited usage, 45, 52–53, 56–58, 78, 80, 81, 90, 98 mixed roadways, 49 pedestrian street, 33 pilot project usage, 45, 58, 77, 82, 83, 84, 85, 86, 91, 99 plantings and, 47, 93–97 roundabouts and neighborhood trafﬁ c circles, 86–89 slow streets, 32 transit street, 32 wide usage, 45, 49, 50, 51, 62–74, 76, 93

227 Index

I M

Imprinted asphalt, 109, 144 Maintenance agreements materials, 122, 123, 124, 125, 126, Integral concrete curb and gutter, 141 128, 129, 130, 131, 133, 134, 135, Interlocking permeable pavers, 115 136, 137, 141, 144, 145, 146, 147 Intersections planting, 39 bike lanes/paths and, 53 Mastic asphalt, 127 complex, 46 Materials, 27, 102–147 “daylighting” of, 67 consistency of, 24 multi-leg, 46 historic usage, 113, 129, 130, 142 raised, 32, 33, 91 land use contexts and, 31 redesign, 46 maintenance, 24 safety at, 81, 82, 83 optional usage, 114, 117, 118, 122, skewed angle, 46 124, 126, 128, 133, 134, 136, 142, slip lanes, 46 144, 146, 147 stop-controlled, 91 pilot project usage, 115, 125, 127, 131 standards for commercial districts, 104 standard usage, 104, 108, 120, 121, L 139, 140

Land use, 29, 38 Median barriers, 80 contexts, 31 Median safety islands, 56, 71, 72, 74, shared streets and, 59–60 78, 80 street design and, 38 Medians, 31, 72–74 LED Post Top luminaires, 182 bike lanes/paths and, 53 LED Type A luminaires, 171, 183 emergency access and, 72 handicapped access and, 73 LED Type E luminaires, 172, 184 Mixed roadways, 49 Lighting, 27, 150–188 cutoff optics, 157, 159, 160 Modular cobble, 135 fl at glass optics, 161 Motor vehicles. See Vehicles historic usage, 163, 164, 165, 166, 167 medium semi-cutoff, 157 non-cutoff optics, 164 N optional usage, 157, 160, 161–162, Neckdowns. See Curb extensions 175, 176 pedestrian, 174–184 Neighborhood traffi c circles, 86-87, 88 pilot project usage, 181, Newsstands, 194 182, 183 New York City Bicycle Master Plan, 50 semi-cutoff optics, 165 standard usage, 155, 159, 174 New York State Vehicle & Traffi c Laws, street, 155–172 46 street design, 155–172 teardrop optics, 164 traffi c signal poles, 185–188

Lightpole banners, 196

London pavers, 126

Luminaires. See Lighting

228 Index

roundabouts and neighborhood O traffi c circles, 86–89 Octagonal light poles, 156, 158, 162, sidewalk, 62, 64 174, 175 stormwater management and, 93 street noise and, 93 strips, 64 P tree pits, 93–97 Plazas, 23, 143, 144–147 Parking Poles, lighting. See also Lighting alternate side, 85 davit, 155, 156, 158, 162, bicycle, 22, 38, 69, 191, 193 174, 175 losses, 54, 55, 56 Flatbush Avenue, 162, 163 Pavers Flushing Meadows, 177 applications, 117, 126, 128, 131, octagonal, 155, 156, 158, 162, 136, 145 174, 175 asphalt, 115, 136 round, 155, 156, 158, 162, 174, 175 concrete, 145 TBTA, 164–165, 175, 180 granite, 117 traffi c signal, 186–188 hexagonal asphalt, 128 WM, 162, 175 historic, 121 Pollution, 18 London, 126 plantings and, 98 rubber, 131 tree pits and, 93 Pedestrian Porous asphalt, 111 access, 23 crossings, 46, 59, 65–69, 72, 74, 90, Porous concrete, 125 91, 116–118 Public spaces, 23, 46 median safety islands and, 74 expansion of, 23 plazas, 23 seating in, 23 safety, 38, 74, 83, 84 shared streets and, 59–60 separation from traffi c, 49 street design and, 39 shared streets, 59–60 volume, 49 Pedestrian lighting, 174–184 R Pedestrian streets, 33, 49, 109, 113 Raised crossing, 90 Permits, 39, 99, 104, 106, 196, 197 Raised intersection, 91 wetland, 39 Raised speed reducers, 76 Planning process, 28–37 land use and, 29 Resin-bound gravel, 147

Plantings, 23, 93–97 Restriping, 46

with chicanes, 85 Revocable consents, 59, 62, 69, 78, curb extensions and, 68, 69 197, 202 diverters, 80 Ribbon sidewalk, 62, 64, 120 geometric treatment and design, 47 Greenstreets, 98 Roadways and lanes, 107. habitat opportunities and, 93 See also Street(s) maintenance and, 93 cobblestone, 113, 114 maximization of, 23 curbless, 59–60 medians and, 72, 73, 74 geometric treatment and design, 46, 47 mid-block narrowings, 71 grading, 49, 73 pollution and, 98 high albedo asphalt, 110

229 Index

curb extensions, 65 Roadways and lanes (Continued) raised crossings and, 90 materials for, 107–115 raised intersections, 91 mixed traffi c, 31, 32, 49 raised speed reducers and, 76 permeable, 11, 115 serpentine, 85 Solar Refl ectance Index values, 23, 110 shared, 31, 32, 44, 49, 53, 55, 59, 60, Speed 62, 78, 89 bumps, 76 width considerations, 46 cushions, 76–77, 77 Roundabouts, 86, 88-89 humps, 76, 77 mid-block narrowing and, 71 Round light poles, 156, 158, 162, raised speed reducers, 71, 76–77 174, 175 reduction, 32, 60, 76–77, 78, 85, Round top head light poles, 181 88, 91 Rubber pavers, 131 roundabouts and neighborhood traffi c circles, 86–89 school zones, 76 S tables, 76 target, 46, 91

Safety, 21, 22, 46 Square asphalt pavers, 136 bike lanes/paths and, 52 Stad luminaires, 157, 175 pedestrian, 38 for vulnerable groups, 22 Stormwater management, 18, 23, 27, 39, 46 Sand-colored concrete, 124 with chicanes, 85 Shared streets, 31, 32, 49, 59–60, 78 curb extensions and, 67, 68 Shielded teardrop luminaires, 165, 180 drainage swales and, 64 geometric treatment and design, 47 Sidewalks, 32, 36, 62–71, 119 materials and, 111 accessibility, 62 medians and, 73 Clear Corner Policy and, 62 plantings and, 93 cross-slope, 62 roadway, 49 curb extensions, 65–69 shared streets and, 59, 60 distinctive, 106 sidewalks and, 32, 62 geometric treatment and design, 62–74 street, 85 historic, 121, 129, 130 swales, 64 load-bearing requirements, 62 tree pits and, 93, 97 maintenance and, 62, 106 Street design, 28, 29 paving materials, 120–131 access and mobility, 21, 22, 39 pedestrian ramps, 62, 63 application, 39 plantings and, 62, 64, 93–99 balanced ideas of, 19 ribbon, 62, 64 bicycling and, 38 stormwater management and, 49, 62, context, 21, 23 68, 98, 99, 125 cost-effectiveness, 21, 24 tinted concrete, 121–123 crosswalks, 116–118, 117–118 utility infrastructure and, 62 curbs, 139–142 Sidewalks, furnishing zones, curbside conditions and, 39 63, 132–137 divergence, 39 drainage, 39 Slow streets, 32 ﬂ ooding, 39 Snow clearing furniture, 39, 133–137 bike lanes/paths and, 52 goals, 20–24 chicanes and, 85

230 Index

management, 28, 29 Street Design (Continued) neighborhood character and, 23 greening and, 23, 39 operations, 38–39 history, 18, 38 pedestrian, 33, 49, 109, 113 land use and, 29, 38 planning, 28, 29 lighting, 39 reconstruction, 24, 26 livability, 21, 23 resurfacing, 26 local streets, 36–37 sample, 33–37 maintenance partners and, 39 shared, 31, 32, 49, 59–60, 78 major sites, 38 slow, 32 materials and, 39, 104–147 through, 23, 34–35 network role, 38 transit, 32 operations, 38–39 typologies, 30–33 pedestrian lighting, 174–184 visual quality of, 24 permits (See Permits) width, 38 pilot treatments, 39 plantings, 93–97, 93–99 Street swales, 32, 64, 68, 99 plazas, 144–147 Street sweeping policies, 20–24 bike lanes/paths and, 52 principles, 22–24 chicanes and, 85 project development in, 40–42 and curb extensions, 65 property values and, 19 public space, 39 retail activity and, 19 roadway materials, 107–115 T roadways and lanes, 49–59, 107–115 TBTA light poles, 158, 164, 165, safety, 21, 22, 46 175, 180 sidewalks, 62–64, 62–71, 106, 120–131 Teardrop luminaires, 165, 180

stormwater management and, 23, 39 Thermoplastic imprinted asphalt, 118 street context, 38 Tinted concrete, 121, 122, 123 street cuts, 39 street lighting, 155–172 Tinted concrete curbs, 140 sustainability, 21, 23 Toilets, automatic public, 195 target speed, 46 through streets, 34–35 Traffi c traffi c calming, 76–91 circles (See Roundabouts and traffi c signal poles, 185 Neighborhood traffi c circles) transit, 38 engineering, 18 trees, 39 (See also Tree Pits) negative effects of, 18 trucks/freight, 38 truck, 22 trucks/freight and, 38 Traffi c calming, 32, 46, 75–91 vehicles, 38 bike lanes and, 51 visual excellence, 21, 24 chicane, 85 walking, 38 curb extensions and, 69 width, 38 diagonal diverter, 82 Street(s) forced turns, 81 bicycle boulevards, 32 full closure, 84 boulevard, 31 gateways, 78 cuts, 39 geometric treatment and design, 76–91 context, 38 half closure barriers, 83 history, 18 medians and, 72, 80 local, 23, 36–37 mid-block narrowing and, 71

231 Index

Traffi c Calming (Continued) raised crossings, 90 W raised intersection, 91 Walking, 22, 23, 32, 38, 46, 59, 66, raised speed reducers, 76–77 72, 82 roundabouts and neighborhood traffi c circles, 86–87 Waste receptacles, 198 shared streets and, 59–60 WM light poles, 158, 162, 175 speed cushions, 77 World’s Fair luminaires and poles, 179 traffi c diverters, 79–84

Trafﬁ c diverters, 79–84 Trafﬁ c signal poles, 186–188. Z See also Lighting Zoning, 26, 104–105, 121 Transit, 22, 38 streets, 32

Tree pits, 93–97 connected, 34, 95, 96 individual, 93, 95 stormwater-capturing, 93, 97

Trucks, 38, 46 accommodation for, 22

Type B light poles, 178

Type F light poles, 167

Type L light poles, 169

Type M light poles, 166

Type M-2 Trafﬁ c Signal Pole, 186–187

Untinted concrete, 120

Untinted concrete curbs, 139

Vehicles, 31, 38, 46, 49 Bicycles (See Bikes and Bicycling) emergency, 22, 46 (See also Emergency access) separation from pedestrians, 49 shared streets and, 59–60

232