2014 Projects

NYC DOT presents many projects at community board meetings where the public may ask questions and provide feedback. Listed below are the community presentations of NYC DOT projects implemented in 2014. List of Current Projects Projects from other years: 2007, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018, 2019, 2020 If you have questions, comments or concerns please contact the NYC DOT Borough Commissioners.

Current Projects

Bronx

Albany Crescent & Bailey Avenue Intersection Improvements

Complete Streets

Albany Crescent and Bailey Avenue is a designated high pedestrian crash location. NYC DOT proposed to install a pedestrian safety island in the east crosswalk to shorten crossing distances and to relocate the south crosswalk to minimize pedestrian/vehicle conflict, reduce crossing distance, and provide conflict-free space for Fire Department vehicles. NYC DOT also proposed reversing Albany Crescent between Bailey Avenue and West 231st Street to reduce conflicts in the intersection, and install parking lane stripes to reduce speeding and calm traffic.

Albany Crescent & Bailey Avenue Intersection Improvements - presented to Bronx Community Board 8 in March 2014 (pdf)

Burke Avenue Traffic Calming

Complete Streets

NYC DOT proposed a set of changes to Burke Avenue between Bronx Park East and East Gun Hill Road. NYC DOT installed left turn bays and added a parking stripe to narrow moving lanes. These changes organize traffic, reduce congestion and discourage speeding, improving safety for everyone using the street.

Burke Avenue Traffic Calming - presented to Bronx CB 12 Transportation Committee in February 2014 (pdf)

High Bridge & Bridge Park Access – Pedestrian & Bicycle Connections

Bicycle Route Projects

In response to community requests for better access to the High Bridge—scheduled to reopen in 2014—and the recently completed Bridge Park on the Harlem River, NYC DOT planned to install a series of bicycle and pedestrian improvements in the High Bridge neighborhood of the Bronx. This project established West 170th Street as a highly visible pedestrian and bicycle corridor leading up to the High Bridge. It enhanced safety, particularly at challenging intersections such as Edward L. Grant Highway and West 170th Street. The project also completed connections between the High Bridge and the existing bicycle network, created new bicycle routes to and from the waterfront, designated a temporary greenway path along the waterfront to Bridge Park.

High Bridge & Bridge Park Access – Pedestrian & Bicycle Connections - presented to Bronx Community Board 4 in April 2014 (pdf)

Norwood Neighborhood Slow Zone

Neighborhood Slow Zones

The Bronx neighborhood of Norwood applied for a Neighborhood Slow Zone in May, 2013. The application was accepted due to the proposed zone’s high frequency of crashes and injuries, strong natural boundaries and an appropriate local street network. The proposed treatments lowered the speed limit to 20 mph within the zone, improving safety for all roadway users, reducing traffic noise and cut-through traffic, and enhancing the social quality of the streets.

Norwood Neighborhood Slow Zone - presented to Bronx Community Board 7 in March 2014 (pdf) Norwood Neighborhood Slow Zone Fact Sheet - October 2013 (pdf)

White Plains Road Traffic Calming

Complete Streets

NYC DOT proposed a set of changes to White Plains Road between Birchall Avenue and Soundview Avenue. NYC DOT installed left turn bays and added parking stripes to narrow moving lanes. These changes organize traffic and discourage speeding, improving safety for everyone using the street.

White Plains Road Traffic Calming - presented to Bronx Community Board 11 in June 2014 (pdf) White Plains Road Traffic Calming - presented to Bronx Community Board 9 in June 2014 (pdf)

Brooklyn

Bond Street Bicycle Route

Bicycle Route Projects

The proposed Bond Street project offers an important northbound bike route connection between Gowanus, Cobble Hill and Downtown Brooklyn. This facility added 0.9 miles to the existing network and connected with the east-west routes on 3rd Street, Union Avenue, Bedford Avenue, Bergen Street, Dean Street, and Schermerhorn Street. The design treatment for the corridor consisted primarily of shared lanes. Where feasible, bike lanes were proposed. No parking was removed.

Bond Street Bicycle Route - presented to Brooklyn Community Board 2 in February 2014 (pdf)

Broadway, Jefferson Avenue, & Saratoga Avenue Pedestrian Improvements

Pedestrian Mobility and Safety

NYC DOT proposed pedestrian improvements at the intersection of Broadway, Jefferson Avenue, and Saratoga Avenue in Brooklyn to create safer pedestrian crossings, increase pedestrian space, and calm traffic. The proposal included the construction of a concrete pedestrian triangle where existing small islands and channelization existed along Broadway. It also included a curb extension at the southeastern corner of the intersection of Saratoga and Jefferson Avenues, with new crosswalks along all 4 legs of the intersection. Additionally, a new crosswalk was added across Broadway on the southern / eastern side of the intersection of Broadway and Jefferson Avenue, providing a safe place for pedestrians to cross. Along Jefferson and Saratoga Avenues in the project area, parking lanes were striped to clarify traffic movements and reduce speeding.

Broadway, Jefferson Avenue, & Saratoga Avenue Pedestrian Improvements - presented to Brooklyn Community Board 16 in December 2014 (pdf)

Brownsville & East New York Community Bicycle Network Phase II

Bicycle Route Projects

For the second phase of the Brownsville and East New York Bicycle Network, NYC DOT proposed to further increase bicycle connectivity for the two neighborhoods by adding 14.5 lane miles to the bicycle network on Blake Avenue, Dumont Avenue, Pitkin Avenue, Saratoga Avenue, and Thomas Boyland Street. NYC DOT installed a mix of shared lanes and bicycle lanes to these streets. In addition to adding bicycle connectionss, these changes organize traffic and improve safety for all road users.

Brownsville & East New York Community Bicycle Network Phase II - presented to Brooklyn Community Board 16 in June 2014 (pdf) Brownsville & East New York Community Bicycle Network Phase II - presented to Brooklyn Community Board 5 in October 2014 (pdf)

Brownsville-East New York Neighborhood Slow Zone

Neighborhood Slow Zones

The Brooklyn neighborhood of Brownsville-East New York applied for a Neighborhood Slow Zone in May, 2013. The application was accepted due to the proposed zone’s high frequency of crashes and injuries, strong natural boundaries and an appropriate local street network. The proposed treatments lowered the speed limit to 20 mph within the zone, improving safety for all roadway users, reducing traffic noise and cut-through traffic, and enhancing the social quality of the streets.

Brownsville-East New York Neighborhood Slow Zone - presented to Brooklyn Community Board 5 in October 2014 (pdf) Brownsville-East New York Neighborhood Slow Zone - presented to Brooklyn Community Board 16 in June 2014 (pdf)

Canarsie Park Connector

Bicycle Route Projects

The Canarsie Park Connector was a proposed two-way recreational, multi-use trail along the east side of Paerdegat Basin, from Flatlands Avenue to Seaview Avenue on East 76th Street and Paerdegat Avenue North. The project created new recreational space, simplified alignment along the entire corridor, and connected the surrounding neighborhood to parks and the new path with new crossings.

Canarsie Park Connector - presented to Brooklyn Community Board 18 in February 2014 (pdf)

Coney Island Avenue Corridor Safety Improvements

Complete Streets

NYC DOT proposed safety improvements for Coney Island Ave between Avenue M and Avenue O. The proposal included constructing three concrete pedestrian safety islands on Coney Island Ave at the intersections with Roder Ave, Avenue N, and Avenue O to provide safer refuge for pedestrians. The proposal also included upgrading all crosswalks to high-visibility markings and installing a parking lane stripe to calm traffic on Coney Island Ave. NYC DOT also proposed to modify the signal timing at Coney Island Ave and Avenue O in order to streamline intersection operations and to reduce conflict points between vehicles and between vehicles and pedestrians. These changes provided safer crossings for pedestrians and helped calm and better organize traffic, improving safety for all road users.

Coney Island Avenue Corridor Safety Improvements - presented to Brooklyn CBs 12 & 14 Transportation Committees in November 2014 (pdf)

Flatbush Avenue Extension at Myrtle Avenue Intersection Safety Improvements

Pedestrian Mobility and Safety

In response to requests from the community, NYC DOT proposed pedestrian safety improvements for the intersection of Flatbush Avenue Extension and Myrtle Avenue. These changes reduce conflicts between pedestrians and vehicles while improving the conditions for turning vehicles, including the buses on the B54 route.

Flatbush Avenue Extension at Myrtle Avenue Intersection Safety Improvements - presented to Brooklyn CB 2 Transportation Committee in June 2014 (pdf) Flatbush Avenue Extension at Myrtle Avenue Intersection Safety Improvements - presented to Brooklyn CB 2 Transportation Committee in February 2014 (pdf)

Franklin Avenue, Eastern Parkway to Empire Boulevard

Complete Streets

The proposed safety improvements on Franklin Avenue will create a more organized street that is safer and more predictable for all road users. Removal of excess vehicular capacity will enable installation of a standard width travel lane and wider parking lanes, making it safer and more comfortable for drivers; new and upgraded enhanced crossings at Union St and at Carroll St will provide safer, shorter crossings for pedestrians; and addition of a bike lane will provide a dedicated space for cyclists.

Franklin Avenue, Eastern Parkway to Empire Blvd Safety Improvements - presented to Brooklyn Community Board 9 in March 2017 (pdf)

Fort Hamilton Parkway, Sixth Avenue, & Marine Avenue

Bicycle Route Projects

In response to Community Board 10’s request to expand the bicycle network within their community, NYC DOT developed designs for their recommended routes which included bicycle lanes and shared lanes. Also requested by CB 10, pedestrian safety improvements were implemented at three key intersections.

Fort Hamilton Parkway, Sixth Avenue, & Marine Avenue - presented to Brooklyn Community Board 10 in April 2015 (pdf) Fort Hamilton Parkway, Sixth Avenue, & Marine Avenue - presented to Brooklyn Community Board 10 in June 2014 (pdf)

Foster Avenue Traffic Calming & Pedestrian Safety Improvements

Complete Streets

NYC DOT proposed a set of changes to Foster Avenue between Kings Highway and Remsen Avenue. NYC DOT installed left turn bays and added a parking stripe to narrow moving lanes. In addition, new pedestrian space was added and one lane in each direction was removed between East 81st Street & East 88th Street. These changes organize traffic and discourage speeding, improving safety for everyone using the street.

Foster Avenue Traffic Calming & Pedestrian Safety Improvements - presented to Brooklyn Community Board 18 in May 2014 (pdf)

Franklin Avenue Transportation Improvements

Bicycle Route Projects

Based on community input from an April 2, 2014 joint Community Board 8 & 9 workshop, NYC DOT proposed safety and mobility enhancements to Franklin Avenue between Atlantic Avenue and Empire Boulevard including improved signal operation and traffic flow, widened parking and travel lanes, a dedicated bicycle lane, parking regulation changes, and concrete pedestrian islands on Atlantic Avenue. Additionally, NYC DOT proposed improved signal operation and traffic flow on Franklin Avenue and Tompkins Avenue north of Fulton Street, and shared lane markings to guide bicyclists from the Tompkins Avenue bicycle lane to Brooklyn Avenue.

Franklin Avenue Transportation Improvements - presented to Brooklyn Community Board 3 in September 2014 (pdf) Franklin Avenue Transportation Improvements - presented to Brooklyn Community Board 8 in May 2014 (pdf)

Ocean Avenue Bicycle Route Improvements

Bicycle Route Projects

NYC DOT proposed to upgrade the existing shared lane markings on Ocean Avenue to dedicated bicycle lanes between Parkside Avenue and Foster Avenue.

Ocean Avenue Bicycle Route Improvements - presented to Brooklyn Community Board 14 in December 2014 (pdf)

Park Avenue Traffic Calming

Complete Streets

Incorporating recommendations from a community-led safety study, NYC DOT proposed traffic calming treatments for Park Avenue between Navy Street and Flushing Avenue in Brooklyn. The proposal removed excess road capacity and added a wide parking stripe to eastbound Park Avenue and added a wide parking stripe to narrow westbound Park Avenue. Signal timing was optimized on Park Avenue to provide more crossing time for pedestrians, reduce speeding and provide smoother traffic flow. The parking areas under the Brooklyn-Queens Expressway, which divide the eastbound and westbound sections of Park Avenue, had their entrances improved. All these treatments better organize traffic, discourage speeding and remove dangerous pedestrian and vehicle conflicts, improving safety for everyone using the street.

Park Avenue Traffic Calming - presented to Brooklyn Community Board 2 in May 2014 (pdf)

Rockaway Point Boulevard at Beach 169th Street – Marine Park Bridge Connector

Bicycle Route Projects

As part of a larger safety project, NYC DOT installed painted curb extensions and shared bike lane markings on B 169th St from Rockaway Point Blvd to the Jacob Riis Greenway entrance.

Manhattan

8th Street, Sixth Avenue to Broadway Pedestrian Safety Improvement Project

Pedestrian Mobility and Safety

In response to community requests, this proposed redesign of 8th Street and Ruth Wittenberg Triangle addressed several pedestrian safety issues. The project included new lane and parking markings along 8th Street from Broadway to 6th Ave as well as neckdowns at Greene, Mercer, MacDougal streets, University Place, 5th and 6th Avenues. Additionally, NYC DOT proposed widening Ruth Wittenberg Triangle and adding several neckdowns to all intersections around the triangle. The plan helped shorten pedestrian crossings, improve pedestrian visibility, and calm traffic.

8th Street, Sixth Avenue to Broadway Pedestrian Safety Improvement Project - presented to Manhattan Community Board 2 in November 2014 (pdf)

Alphabet City/Tompkins Square Slow Zone

Complete Streets

The Alphabet City/Tompkins Square Slow Zone was installed in Summer 2014. The zone was chosen for installation due to the zone's high frequency of crashes and injuries, strong natural boundaries and the presence of multiple schools in the area. 2 years of ‘after’ crash data showed a reduction in crashes and crashes with injuries after the installation. A reduction in average speeds was also observed at locations within the zone.

Alphabet City / Tompkins Square Slow Zone - presented to Manhattan Community Board 3 in November 2016 (pdf)

Bowery & Delancey Street Intersection Improvements

Pedestrian Mobility and Safety

The intersection of Bowery and Delancey Street suffers from heavy vehicle volumes travelling to and from the Williamsburg Bridge. This volume mixed with a large amount of pedestrian traffic and an inefficient use of roadway space caused congestion and created an unwelcoming crossing condition for pedestrians. In 2014, NYC DOT reshaped this intersection to improve traffic flow, increase pedestrians safety, and enhance the street scape by adding a new southbound through travel lane, reshaping and shifting the existing pedestrian safety islands, planting two trees, adding a pedestrian-only signal phase and modifying parking regulations.

Bowery & Delancey Street Intersection Improvements - presented to Manhattan Community Board 3 in February 2014 (pdf)

Broadway at West 96th Street Pedestrian Safety Improvements

Pedestrian Mobility and Safety

NYC DOT proposed safety improvements at the intersection of Broadway and West 96th St at a special meeting of Community Board 7. The proposal reduced conflicts between pedestrians and motor vehicles at the busy intersection while increasing pedestrian crossing options and reducing wait time.

Broadway at West 96th Street Pedestrian Safety Improvements - presented to Manhattan Community Board 7 in January 2014 (pdf)

East 106th Street to Randall's Island: Street Safety & Improved Access

Bicycle Route Projects

In response to community requests for improved access to Randall's Island, NYC DOT proposed new connections between the recreational amenities of Central Park, the East River Greenway and the 103th Street Pedestrian Bridge to Randall's Island. This project calmed traffic on East 106th Street by reducing the number of travel lanes from four to two, adding a striped median with left turn bays, and installing a bike lane in each direction from Fifth Avenue to the FDR Service Road. Two pedestrian islands were proposed at Second Avenue and Third Avenue to reduce crossing distance. A two-way bike connection on East 102nd Street, combined with the existing bike routes on 1st and 2nd Avenues, would connect the new bike lanes on East 106th Street to the 103rd Street Bridge to the Greenway and Randall's Island. A new curb cut and bike stamps facilitate cyclist access to the bridge.

The route for this project was revised based on community input. The initial proposal was to connect East 106th Street to the 103rd Street Bridge via a two-way path on the FDR Service Road. In response to community concerns about using the FDR Service Road, NYC DOT modified the design to install a two-way connection on East 102nd Street instead.

East 106th Street to Randall's Island: Street Safety & Improved Access - presented to Manhattan Community Board 11 in May 2014 (pdf) East 106th Street to Randall's Island: Street Safety & Improved Access - presented Presented to Manhattan Community Board 11 in April 2014 (pdf)

Hudson Street Parking - Protected Bicycle Path

Bicycle Route Projects

In response to a community request for a parking-protected bicycle path on Hudson Street, NYC DOT proposed to improve the existing buffered bike lanes between West Houston Street and Bleecker Street, and between West 14th Street and Eighth Avenue by upgrading them both to parking protected-bicycle paths. The proposed paths improve safety for cyclists, shorten pedestrian crossing distances, and provide simpler and safer left turns, all while retaining the existing vehicular capacity.

Hudson Street Parking - Protected Bicycle Path - presented to Manhattan Community Board 2 in April 2014 (pdf)

Lafayette Street & Fourth Avenue Parking Protected Bicycle Path

Bicycle Route Projects

This project improved the existing buffered bike lane between Prince Street and East 12th Street by upgrading it to a parking protected bike path. In addition, a bike lane on both sides of Fourth Avenue between East 12th and 14th Streets provides cyclists with safer options for turning onto East 14th or continuing on Park Avenue. The bicycle route on Lafayette Avenue between Spring and Prince Streets remained as a buffered bike lane to accommodate operations of the firehouse. 

Lafayette Street & Fourth Avenue Parking Protected Bicycle Path - presented to Manhattan CB 2 Transportation Committee in March 2014 (pdf)

Manhattan Waterfront Greenway - East 37th Street Connector

Bicycle Route Projects

This project improved access to and from the Manhattan Waterfront Greenway at East 37th Street, where there was a break in the Greenway before it resumed at East 60th Street. There was increased need for improved Greenway access at this location due to the East River Ferry, Citibike station, and upcoming improvements to Glick Park. The existing Greenway connection lacked sufficient visibility, wayfinding, and pavement markings. The proposal included improvements to the existing path from East 34th Street to East 37th Street, installation of a two-way path on East 37th Street between the FDR Service Road and connections to Second Avenue through shared lanes on East 38th Street and East 35th Street and a two-way path on First Avenue between East 38th Street and East 37th Street. These routes increase safety by enabling cyclists to use routes that avoid the FDR Service Road and the entrance to the Midtown Tunnel.

Manhattan Waterfront Greenway - East 37th Street Connector - presented to Manhattan Community Board 6 May 2014 (pdf)

Morningside Avenue Safety Improvements

Pedestrian Mobility and Safety

At the request of community groups and the Police Department, NYC DOT developed a proposal to improve traffic safety on Morningside Avenue from 116th Street to 126th Street. The plan created pedestrian islands and left turn lanes, shortened pedestrian crosswalks, reduced speeding and crashes and improved connections to Morningside Park.

Morningside Avenue Safety Improvements - presented to Manhattan Community Board's 9 & 10 in October 2013 (pdf)

Park Avenue & 125th Street Safety Improvements

Pedestrian Mobility and Safety

NYC Economic Development Corporation, NYC DOT proposed three painted neckdowns on Park Ave at 125th St. These neckdowns contain landscaped planters maintained in partnership with New Harlem East Merchants Association, and provide shorter crossings, pedestrian visibility, and traffic calming for the heavy pedestrian volumes.

Park Avenue & 125th Safety Improvements - presented to Manhattan Community Board 11 in February 2014 (pdf)

Park Avenue, 96th Street to 111th Street Corridor Safety Improvements

Pedestrian Mobility and Safety

In response to requests from the community, NYC DOT proposed safety improvements along Park Avenue between 96th and 111th Streets. The proposal included new concrete neckdowns along the Park Avenue viaduct at each pedestrian tunnel opening, signal modifications, new markings, and new lighting within the tunnels. The plan helped shorten pedestrian crossings, improve pedestrian visibility, and calm traffic, and improve pedestrian lighting. 

Park Avenue, 96th Street to 111th Street Corridor Safety Improvements - presented to Manhattan CB 11 Transportation Committee in March 2014 (pdf)

Riverside Drive at West 72nd & 79th Streets Pedestrian Improvements

Pedestrian Mobility and Safety

NYC DOT proposed shorter, safer pedestrian crossings, tightened intersections, and simplified vehicle movements at the intersections of Riverside Drive and West 72nd and 79th Street. Signals were added to the Henry Hudson Parkway exit ramp at 79th Street and bike markings will be added between East 77th Street and the Henry Hudson Greenway for improved bicycle connections in the bicycle network.

Riverside Drive at West 72nd & 79th Streets Pedestrian Improvements - presented to Manhattan CB 7 Transportation Committee in May 2014 (pdf) Riverside Drive at West 72nd & 79th Streets Pedestrian Improvements - presented Presented to Manhattan CB 7 Transportation Committee in March 2014 (pdf)

South End Avenue Pedestrian Safety Improvements

Pedestrian Mobility and Safety

After working with the community, NYC DOT developed safety improvements for South End Avenue and West Thames Street in Battery Park City. Safety improvements included new pedestrian islands and crosswalks that calm traffic and provide pedestrians with designated crossing locations along the corridor.

South End Avenue Pedestrian Safety Improvements - presented to Manhattan CB 1 Battery Park City Committee in June 2014 (pdf) South End Avenue Pedestrian Safety Improvements - presented to Manhattan CB 1 Battery Park City Committee in October 2013 (pdf)

Third Avenue at East 60th Street Pedestrian Safety Improvement Project

Pedestrian Mobility and Safety

In response to a pedestrian fatality and community concern, NYC DOT proposed safety improvements for the intersection of Third Avenue and East 60th Street. The project included a shorter pedestrian crossing distance with painted neckdowns, a left-turn-only lane on Third Avenue and the extension of the right-turn-only lane on East 60th Street. These proposals ease congestion and reduce weaving through the intersection.

Third Avenue at East 60th Street Pedestrian Safety Improvement Project - presented to Manhattan Community Board 8 in January 2014 (pdf)

Third Avenue Bus Lane Improvements

The curbside bus lane on Third Avenue in Manhattan was persistently obstructed by trucks and other vehicles, forcing the bus to operate in the adjacent lane with mixed-flow traffic. This resulted in poor travel times and reliability for the 59,000 daily riders who used the M98, M101, M102, and M103 buses, in addition to the dozen express routes utilizing the corridor. The Third Avenue Bus Lane Improvement project moved the bus lane to an “offset” position, one lane away from the curb, while restoring daytime commercial vehicle loading along the eastern curb. The new design accommodates the demand for commercial loading, allowing the bus lane to stay clear to expedite bus speeds. The goal was to accommodate a much needed stop at a major destination while working to improve pedestrian safety at Third Avenue and 57th Street, a high crash intersection.

Third Avenue Bus Lane Improvements - presented to Manhattan Community Board 6 Transportation Committee in May 2014 (pdf)

Third Avenue Turnbays

Pedestrian Mobility and Safety

NYC DOT proposed to shorten pedestrian crossing distances on Third Avenue in Manhattan with painted pedestrian neckdowns at East 79th and 86th Streets. Northbound left-turn-only lanes approaching the neckdowns clarify vehicular movements for both drivers and pedestrians.

Third Avenue Turnbays - presented to Manhattan Community Board 8 in June 2013 (pdf)

Washington Heights Bicycle Network, Phase I

Bicycle Route Projects

Following a two year planning effort with Community Board 12, this project was the first of a multi-phase installation of bicycle facilities in Washington Heights. The project provided 5.4 lane miles of new bicycle facilities. This included bike lanes on West 177th and 180th Streets and Ft George Avenue and a two-way parking-protected path on Ft. George Hill. Amsterdam Avenue, a high crash corridor, was redesigned with new left turn lanes and a mix of shared and bicycle lanes.

Washington Heights Bicycle Network, Phase I - presented to Manhattan CB 12 Transportation Committee in April 2014 (pdf)

West End Avenue Traffic Calming & Pedestrian Safety Improvements

Pedestrian Mobility and Safety

NYC DOT proposed safety improvements for W 72nd St to W 106th St on West End Avenue. The proposal removed excess road capacity, added left turn bays in a painted center median, and added a wide parking stripe to calm traffic and reduce unnecessary lane changes. The left turns off of West End Avenue at W 95th and W 97th Streets were banned and replaced with pedestrian safety islands that provide safer crossings for pedestrians and require traffic turning on to West End Ave from side streets to make slower safer turns around the islands. Four islands were included in the proposal: two at each intersection, in the north and south crosswalks across West End Avenue. These changes better organize traffic and improve safety for everyone using the street.

West End Avenue Traffic Calming and Pedestrian Safety Improvements - presented to Manhattan CB 7 Transportation Committee in August 2014 (pdf) West End Avenue Traffic Calming & Pedestrian Safety Improvements - presented to Manhattan Community Board 7 Town Hall in July 2014 (pdf)

Willis Avenue Connections

Complete Streets, Bicycle Route Projects

To improve bicycle and pedestrian access to the Willis Avenue Bridge, NYC DOT improved markings and signage on the bridge and its approaches. In addition, the agency implemented pedestrian enhancements, such as curb extensions and new pedestrian crossings of RFK Bridge on-ramps at East 124th and 125th Streets.

Willis Avenue Connections - presented to Manhattan Community Board 11 Transportation Committee in March 2014 (pdf)

Queens

115th Avenue Corridor Safety Improvements

Complete Streets

In response to numerous community requests, NYC DOT proposed traffic calming improvements on 115th  Ave from Springfield Blvd to Cross Island Parkway Service Road. NYC DOT installed a 4’ flush median, parking lane stripes, and additional channelization at the intersections of Springfield Blvd/115th Ave and Cross Island Parkway Service Road/115th Ave. These changes organize traffic and discourage speeding, improving safety for all road users.

115th Avenue Corridor Safety Improvements - presented to Queens Community Board 13 in December 2014 (pdf)

Astoria Boulevard Safety Improvements

Complete Streets

In response to community requests and NYPD concerns, NYC DOT proposed to split the I-278 exit ramp from Astoria Boulevard North between 33rd Street and 31st Street in Astoria. This proposal reduces collisions caused by weaving and cross over traffic. Turn restrictions were implemented at 31st Street to further improve safety. West of 31st Street, traffic is able to merge as needed, maintaining access to the local street network and the RFK Bridge.

Astoria Boulevard Safety Improvements - presented to Queens Community Board 1 Transportation Committee in May 2014 (pdf)

Astoria Neighborhood Slow Zone

Neighborhood Slow Zones

The Queens neighborhood of Astoria applied for a Neighborhood Slow Zones in May, 2013. The application was accepted due to the proposed zone's high frequency of crashes and injuries, strong natural boundaries and the presence of multiple schools in the area. The proposed treatments lowered the speed limit to 20 mph within the zone, improving safety for all roadway users, reducing traffic noise and cut-through traffic, and enhancing the social quality of the streets.

Astoria Neighborhood Slow Zone - presented to Queens Community Board 1 in June 2015 (pdf) Astoria Neighborhood Slow Zone - presented to Queens Community Board 1 in November 2014 (pdf)

Broadway - Elmhurst Corridor Safety Improvements

Complete Streets

NYC DOT proposed a plan to calm traffic along Broadway (between Roosevelt Avenue and Queens Boulevard) to reduce speeding, improve traffic operations, and create safer pedestrian crossings; ultimately reducing the number of crashes.

Broadway - Elmhurst Corridor Safety Improvements - presented to Queens Community Board 4 in October 2014 (pdf)

Broadway, Northern Boulevard to 65th Street Corridor Safety Improvements

Complete Streets

Following a fatality at the intersection of Broadway with 34th Avenue and 58th Street, and in response to community requests to reduce speeding, NYC DOT proposed corridor traffic safety improvements along Broadway in Woodside, Queens between 65th Street and Northern Boulevard. In addition to addressing speeding, the proposed changes better organized traffic, created safer crossings for pedestrians, and created a safer merge at 34th Avenue-58th Street. These improvements help to reduce crashes for everyone on the road.

Broadway, Northern Boulevard to 65th Street Corridor Safety Improvements - presented to Queens CB 2 Transportation Committee in April 2014 (pdf)

Douglaston Parkway & 240th Street Safety Improvements

Pedestrian Mobility and Safety

In response to a community request, NYC DOT proposed simplifying the multi-leg intersection of Douglaston Parkway, 43rd Avenue, 240th Street and 235th Street, resulting in additional pedestrian crosswalks and fewer vehicle stops. Additionally, the project provided traffic calming on Douglaston Parkway from Northern Boulevard to 43rd Avenue.

Douglaston Parkway & 240th Street Safety Improvements - presented to Queens Community Board 11 in January 2013 (pdf)

Jackson Heights Neighborhood Slow Zone

Neighborhood Slow Zones

The Queens neighborhood of Jackson Heights applied for a Neighborhood Slow Zone in May, 2013. The application was accepted due to the proposed zone’s high frequency of crashes and injuries, strong natural boundaries and an appropriate local street network. The proposed treatments lowered the speed limit to 20 mph within the zone, improving safety for all roadway users, reducing traffic noise and cut-through traffic, and enhancing the social quality of the streets.

Jackson Heights Neighborhood Slow Zone - presented to Queens Community Board 3 in May 2014 (pdf) Fact Sheet - Jackson Heights Neighborhood Slow Zone (pdf)

Lowery & Bliss Plazas

Public Space

Sunnyside Shines BID applied to Round 6 of the plaza program to revitalize the existing public spaces under the elevated 7 Train at the 40th Street-Lowery Street and 46th Street-Bliss Street stations. Concrete was used the infill the former roadway at 46th Street creating a consistent and level public space in keeping with 40th Street and other stations along this section of the 7 train. The plazas were furnished with moveable tables and chairs, planters and granite blocks. The community outreach stage of this project included a community workshop. Sunnyside Shines BID is responsible for the maintenance of these spaces.

Lowery & Bliss Plazas - presented to Queens CB 2 Transportation Committee in May 2014 (pdf)

Myrtle & Wyckoff Avenues at Palmetto Street Safety Enhancements

Complete Streets

At the request of former Council Member Reyna and the local community, NYC DOT developed a plan to enhance safety for all street users at the complex intersection of Myrtle and Wyckoff Avenues at Palmetto Street. The proposal shortened crossing distances for pedestrians with painted sidewalk extensions along this six-legged intersection. The installation of a new crosswalk and upgraded high visibility crosswalks further enhanced safety. The design also created a safer environment for all street users by eliminating low-volume turns. This helps create more predictable movements by vehicles, thereby improving safety for everyone using the roadway. All together, these adjustments streamline traffic flow through this intersection, which is heavily used by pedestrians and serves as a key transit hub at the Brooklyn-Queens border.

Myrtle & Wyckoff Avenues at Palmetto Street Safety Enhancements - presented to Brooklyn Community Board 4 in June 2014 (pdf) Myrtle & Wyckoff Avenues at Palmetto Street Safety Enhancements - presented to Queens Community Board 5 in May 2014 (pdf) Myrtle & Wyckoff Avenues at Palmetto Street Safety Enhancements - presented to Queens Community Board 5 & Brooklyn Community Board 4 in April 2014 (pdf)

Queens Boulevard & Yellowstone Boulevard Safety Improvements

Complete Streets

In response to community requests, NYC DOT proposed safety improvements on Queens Blvd at Yellowstone Blvd. The plan included constructing three concrete median tip extensions and upgrading the existing pedestrian island in the north crosswalk to provide safer refuge for pedestrians, restricting low-volume left turns from northbound Yellowstone Blvd to westbound Queens Blvd to eliminate multiple points of conflict, installing qwick kurb on Yellowstone Blvd to separate northbound and southbound traffic and illegal U-turns onto Jewel Ave, and installing parking lane stripes on the service roads and 108th St to calm traffic.

Queens Boulevard & Yellowstone Boulevard Safety Improvements - presented to Queens Community Board 6 in April 2014 (pdf)

Sunnyside & Sunnyside Gardens – Woodside Neighborhood Slow Zones

Neighborhood Slow Zones

The Queens neighborhoods of Sunnyside and Sunnyside Gardens-Woodside applied for Neighborhood Slow Zones in May, 2013. The applications were accepted due to the proposed zones’ high frequency of crashes and injuries, strong natural boundaries and an appropriate local street network. The proposed treatments lowered the speed limit to 20 mph within the zone, improving safety for all roadway users, reducing traffic noise and cut-through traffic, and enhancing the social quality of the streets.

Sunnyside & Sunnyside Gardens – Woodside Neighborhood Slow Zones - presented to Queens Community Board 2 in September 2014 (pdf)

Vernon Boulevard – Queens East River Greenway Enhancement Phase II

Complete Streets

In response to community demand for more safety measures on Vernon Boulevard, NYC DOT proposed to repair the roadway surface, refurbish markings and green paint, and install jersey barriers in the buffer space at locations where motorists tend to use the 2-way path as a bypass lane or right-turn lane.

Vernon Boulevard – Queens East River Greenway Enhancement Phase II - presented to Queens Community Board 1 in November 2014 (pdf)

Staten Island

Richmond Avenue Corridor Safety Improvements

Complete Streets

NYC DOT proposed a set of safety improvements to Richmond Avenue between Forest Avenue and Victory Boulevard. NYC DOT installed a modified painted center median and a parking lane stripe to standardize and better define moving lanes in order to calm traffic and reduce speeding along this designated High Crash Corridor. In addition, a planted, concrete center median was installed in key locations along the corridor. The new concrete median also included pedestrian safety islands at three locations, including at Richmond Avenue and Morani Street, which is a designated High Pedestrian Crash Location. NYC DOT's proposed changes calm traffic and discourage speeding, better organize traffic, and provide for safer pedestrian crossings, improving safety for all road users.

Richmond Avenue Corridor Safety Improvements - presented to Staten Island CB 2 Transportation Committee in June 2014 (pdf)

Citywide