pps 2004 study unrap

Allen &Pike Streets

A CommunityVision

April 2004

The Ramblas, Barcelona, Spain

A Description of the Study

Allen & Pike Streets: A Community Vision 1

Project for Public Spaces, Inc. (PPS) was engaged by a coalition of neighborhood organizations(UNRAP: Uniting Neighborhoods to Revitalize Allen/Pike Streets) to undertake a community-based study of Allen and Pike Streets. We were asked to hold several community workshops,and gather other information through interviews and meetings with city agencies, in order to comeup with a bold new vision for Allen and Pike Streets. The neighborhood organizations involvedin UNRAP include:

• Lower East Side Business Improvement District (BID)• Asian Americans for Equality (AAFE)• Lower East Side Tenement Museum• Two Bridges Neighborhood Council• Councilman Alan Gerson's Office

The study was funded by a grant from the JM Kaplan Foundation.

Summary of FindingsThe community groups and neighborhood stakeholders were united in their desire andenthusiasm to see Allen and Pike Streets become a beautiful, green boulevard knittingtogether the disparate communities of the Lower East Side. Although everyone recog-nized that the streets and their potentially verdant medians have become deterioratedand desolate, they envision a new future for the streets as an "Avenue of theImmigrants." While the streets now act as a barrier between Chinatown and the LowerEast Side, creating a wide chasm between neighborhoods, the community imaginesthem transformed into a pedestrian-friendly "destination" - a stunning commercialboulevard, renowned for its beauty and historical significance, in the heart of a revital-ized Lower East Side and leading to a magnificent waterfront. They describe a placewhere residents and visitors would enjoy strolling, shopping, attending festivals andoutdoor markets, and just passing the time with neighbors. The many communitygroups involved in this project expressed a willingness to partner with the City to achievethis vision. We spell out in this report the steps that should be taken to get there.

A Description of Allen & Pike StreetsBackground. Allen Street and Pike Street make up a continuous corridor running abouta mile from Houston Street in the north to South Street near the East River waterfront.Allen Street becomes Pike Street at East Broadway, where a southbound spur of Allenends. After the elevated railway was removed in the 1930's, the streets were widenedto provide three traffic lanes in each direction and room for on-street parking. In the

process, many buildings were removed along the east side (andreplaced later by shallow infill buildings) and 25-foot medianswere added down the center. Sidewalks range from 12 to 16feet wide, with wider sidewalks on Pike Street. The streets havelong served as a commercial (retail and wholesale) thorough-fare serving the many immigrant neighborhoods in the sur-rounding area that have changed and evolved over time.

Traffic. While it appears that the volume of traffic is not heavy,there is a significant amount of commercial truck traffic, as well asdouble-parking and loading activity, in the central area betweenEast Broadway and Hester Street where wholesale businessesare located. The cross-street traffic and turning movements alsocause congestion at the major intersections (East Broadway,Grand, Canal and Delancey Streets). Traffic studies forChinatown and Lower Manhattan, which include some intersec-tions with Allen and Pike Streets, have been undertaken by NYCDepartment of Planning and Parsons Brinckerhof. A review ofthis information, as well as new traffic and pedestrian data, isneeded, however, to draw more definite conclusions.

Pedestrian Activity. We observed large numbers of pedestri-ans crossing the streets and, with the high frequency of left-turns, it appears chaotic and hazardous. Pedestrian activity isparticularly heavy at the larger cross streets. On certain blocks,sidewalks are often obstructed by the wholesale loading activityand the stairs that provide access to sidewalk vaults. On PikeStreet, the commercial activity diminishes, but pedestrianactivity remains high due to the densely populated RutgersHouses and the other important destinations in the area -Pathmark Supermarket and P.S. 2.

Access to Waterfront. Although Pike Street ends at SouthStreet, adjacent to the elevated FDR Drive, the Manhattan Bridgeand the East River waterfront, access to the river from Pike Streetis blocked by concrete barriers and a chain link fence. Parksand open spaces in the vicinity are being used as staging areasfor Manhattan Bridge construction and for road salt storage.

Road Restriping. Allen and Pike Streets were repaved in 2003and restriped during the spring of 2004. The NYC Departmentof Transportation has created new 5' wide bikelanes on thestreets adjacent to the parking lanes in both directions. Thetraffic lanes have been reduced in width (the outer lanes will bereduced to 10-6" and the middle lanes will be 10'). The parkinglanes are 8' wide. In addition, striped neckdowns will becreated at the intersection of Allen and Houston Streets: on thewest side of Allen Street, a neckdown will extend 50' along theeastbound lane of Houston Street and another will extend 20'along the southbound lane of Allen Street.

2 Allen & Pike Streets: A Community Vision

Infill buildings on east side

Left-turning movements at intersections

Elevated railroad on Allen Street

The Process

PPS held three workshops with a diverse group of stakeholdersand local residents:

Workshop #1. The first workshop (March 3), a "visioningworkshop," was attended by over 50 people, including repre-sentatives of Community Board 3, MTA, DOT, NYC Departmentof Parks and Rutgers Houses Tenant Association. The discus-sion focused on the assets and liabilities of the streets, short-term and long-term improvements and an overall vision for whatthe street could become.

Workshop #2. The second workshop (March 9), whichincluded participants from the first workshop as well as moreresidents and community board, DOT and NYC Parks Dept.representatives, involved a "Place Evaluation Game." After abrief presentation that summarized the results of the previousworkshop, the forty participants were divided into five groupsthat were sent outside to evaluate specific blocks and intersec-tions on the two streets, ranging from the intersection atDelancey Street to South Street and the river. After the groupsreturned, they reported back to everyone. We were able toreach consensus among the groups on several issues.

Workshop #3. A third workshop (May 4), similar in format tothe first "visioning workshop", was held at the UniversitySettlement Senior Center and included tenants, seniors, andbusiness owners north of Delancey Street, who were not able toattend the first two workshops.

Stakeholder Meetings. Our study also involved meetings withNew York City agencies and other stakeholders. Meetings wereheld February 27, March 18 and March 24 with representativesof NYC DOT, NYC Department of Parks, New York MetropolitanTransportation Council (NYMTC), and NYC Transit.Discussions with the representatives of these organizationswere focused on the agencies' plans for the area, theirconcerns regarding the streets and the feasibility of various im-provements.

Waterfront Stakeholders. Our study looked at the waterfront,and recognizes the importance of this key, if neglected amenityto the success of a revitalized Allen/Pike Street. Connections tothe waterfront, especially to and from a new esplanade andpark being planned by the city, are critical and merit furtherstudy with community stakeholders to enhance access and ac-tivities.


Dilapidated medians

Allen Street Workshop

New bikelane on Allen Street

4 ALLEN & PIKE STREETS REVITALIZATION STUDY

La Paz, Bolivia

Our recommendations are based on the findings of the three workshops (see below -"Findings") and meetings held with UNRAP, New York City agencies, Community Board3 and NYMTC.

Traffic Concerns and Road Width Reduction Participants at both workshops expressed serious concerns regarding the danger ofcrossing both Allen and Pike Streets, as well as Delancey Street, due to their excessivewidth and high traffic speeds. Participants at all workshops were overwhelmingly infavor of calming traffic and reducing road width by removing a traffic lane in eachdirection, if feasible. When we discussed this possibility with representatives of DOT,they agreed that the street may be over-designed. Traffic counts have been completedfor current traffic studies in the area, but more information will be needed before a finaldecision can be made regarding the feasibility of removing traffic lanes.

Wider Sidewalks vs. Wider MediansIf the roadway width were reduced, there would be additional space (approximately 22feet) that could be used for bike lanes, widening the medians, widening the sidewalks orall three. Opinions of participants at the three workshops, and of agency representa-tives, differed on the relative merits of widening the sidewalks versus widening themedians. While local residents and stakeholders wish to see Allen and Pike Streetsbecome a beautiful, leafy green boulevard with park-like amenities on the medians,many acknowledged that, unlike Ocean Parkway in Brooklyn, Allen and Pike are com-mercial streets where the businesses are important to the economic vitality of thecommunity. They expressed the concern that wide, park-like medians would detractfrom the sidewalks, where the real activity should take place. Wider medians would alsorequire more activities to attract users and ensure their safety. Although widening themedians would be less expensive than rebuilding the sidewalks (and moving catchbasins), they would be more costly for the City to maintain in the long-term. Unless abusiness improvement district is formed or other partners found to help manage andmaintain the medians, they would be a burden on the Parks Department, whereassidewalks would be maintained by neighboring property owners.

The emphasis at the first two workshops was on widening the sidewalks and providingmore room and amenities (street trees, street lights, benches, bus shelters) for thepedestrians who frequent the businesses and residential buildings, and who traverseAllen and Pike Streets. (See Scheme A and Street Section.) At the third workshop,which focused on the blocks north of Delancey Street, participants expressed interestin widening the medians to provide room for both active uses (bike lanes, paths and

Our Recommendations


events) as well as passive (attractive gardens). A wider mediancould also prove advantageous at some intersections becauseit could provide additional space for left-turning vehicles to waitfor the light to change, thus improving safety. We recognize theneed to study these conclusions further in light of more trafficdata as well as additional community input.

Refurbished MediansWhile almost all participants agreed that the medians are unat-tractive and underused in their current state, they consider themedians (and the allée of sycamores that runs the entire lengthof the street) to be unique features of Allen and Pike Streets thatshould be beautified whether or not they are widened.Participants suggested the integration of artwork, historical in-terpretation and cultural activities into the design and program-ming of the medians to reinforce the immigration theme. Forexample, both the medians and the sidewalks could becomepart of an "immigrant trail" that would tell the history of immi-gration and the Lower East Side.

We believe that the solution for the medians is not a "one sizefits all" design. Rather, the medians should serve the needs oftheir surrounding neighborhoods and residents. Where seatingis needed, it should be provided. Where room for activities isdesired (such as public markets or community events) space onthe median should be found. While the DOT pointed out thatcontinuous pathways on the medians that cross every inter-section could be hazardous because of the high frequency ofleft turns, a pathway or bike lane in the median has not beenruled out. In the absence of uses and activities, the medianscould simply become beautifully planted beds with seating atthe ends, as on upper Broadway or Park Avenue. The designand programming of the medians must serve the communities'needs and, therefore, the appropriate solution should be deter-mined with significant community input.

By evaluating the results of its median demonstration projectbetween Delancey and Broome Streets, the NYC Departmentof Parks, working with the community groups and their consult-ants, could determine appropriate activities for the othermedians. The Greenstreets program could then be used toengage community partners in the maintenance and manage-ment of the medians.


Activities on wide sidewalks

Wide sidewalks on Newbury Street, Boston

A planted median

Bike Lanes Allen and Pike Streets are already designated by New York Cityas a bike route, and residents expressed enthusiasm for seeinga bike path or bike lanes running the length of the street andproviding access to the waterfront. Although other boulevardsin New York City offer bike paths along grassy medians (OceanParkway), the heavy cross-town and left-turning traffic betweenthe medians on Allen Street could make a continuous bike pathon the median hazardous. On the other hand, bikelanesadjacent to the parked cars may frequently be blocked byloading activity and double-parked cars. The re-striping of AllenStreet to include dedicated bike lanes parallel to the parkinglanes provides an opportunity to evaluate where they should goin the long-term. Usage, safety, obstruction and other function-al characteristics can all be evaluated through observation,counts, surveys and community input.

Placemaking OpportunitiesParticipants at the workshops identified numerous opportunitiesfor creating special places that could support community activ-ities, reinforce the historic importance of Allen and Pike Streets,and even nurture entrepreneurship:

• The Public Bathroom at Delancey Street. Just north ofDelancey, an abandoned public toilet (an attractive andhistoric building) could be turned into a visitors' center,an interpretive facility, or a concession for refreshmentsand bike rental.

• Gateways to Chinatown and the Lower East Side:structures could be built at the Houston Street and EastBroadway intersections that could serve as gatewaysto the adjacent neighborhoods.

• An event space north of Delancey Street: the northbound lanes of Allen Streets could be closed periodical-ly during the summer to make room for a night market orblock party.

• A Community Square: Where a spur of Allen Streetdead ends into East Broadway, a public space could becreated, in conjunction with the medians, that couldserve as a community square for events and publicmarkets.

• A Public Market: a weekly market (similar to theChinatown Night Market in San Francisco) could be es-tablished on the medians between East Broadway andMadison Street.


A park-like median - Eastern Parkway, Brooklyn

Bikeable median

Street fair

• Parks near the East River waterfront: ColemanPlayground, adjacent to the Manhattan Bridge, hasbeen used as a construction staging area and saltstorage facility. It should be transformed back into apark, to complement work being done on the waterfront.

• Access to the waterfront: concrete barriers and chainlink fences that block access to the waterfront from PikeStreet should be opened to provide an attractivepathway for pedestrians and bicyclists to the waterfront.

• New bus shelters: bus shelters should be provided thatreflect the historic character of the neighborhood andprovide information about its history.

Short-Term Improvements While the long-term improvements discussed above requirefurther study, many short-term improvements and experimentscould be accomplished right away and could help in determin-ing a final revitalization plan for Allen and Pike Streets. Thecompletion of the NYC Department of Parks' plan for themedian between Delancey and Broome Streets, sponsored bythe Lower East Side BID, will provide an opportunity to evaluatethe levels and types of activity on a newly landscaped and at-tractively furnished median.

Other opportunities to test out new uses with other neighbor-hood partners should be seized: a market on the medians andclosed "spur" north of East Broadway (with local business as-sociations); a night market or neighborhood festival in the streeton a block north of Delancey; bus shelters that provide histori-cal and way-finding information; and, open access to the wa-terfront through the Jersey barriers and the chain link fence atSouth Street.

Traffic calming measures could be tested: the striped neckdownat Houston Street should be studied; additional neckdownscould be striped at other major intersections such as Delancey,Canal or Cherry Streets, where there is high pedestrian activity.Finally, medians and sidewalks could be made more attractivewith planters filled with flowers or trees (maintained by neigh-borhood groups).

Implementation & ManagementStrategies The UNRAP coalition members recognize the critical impor-tance of community involvement in the planning, implementa-


Chinatown gateway

Chinatown night market, San Francisco

Traffic calming experiment at Mulry Square, NY(7th Avenue and Greenwich Avenue)

tion and management of the Allen and Pike Street improve-ments. This not only means continuing community and stake-holder input in the planning stages, but equally important, aleading role in undertaking the short-term and long-term im-provements, and an on-going role in managing and maintainingthe public spaces.

Forming such an implementation entity would have thefollowing benefits:

• The entity would champion Allen and Pike Streets toensure that they get funding, public attention and on-going management as part of a larger revitalizationprogram for Chinatown and the Lower East Side.

• The entity, if a not-for-profit, could apply for public andprivate grants.

• The entity could involve the community in carrying outshort-term improvements. The entity could work with theNYC Dept. of Parks, the NYC DOT and other agenciesto implement the long-term plan. It could even serve asproject manager for the construction.

• The entity could set up a self-taxing mechanism tomanage, maintain and continue to improve the publicspaces.

• The entity could provide the historical research andbroad intercultural perspective needed to transform thestreets into the "Avenue of the Immigrants."

• The entity could sponsor festivals and events that unitethe surrounding neighborhoods around the theme"Avenue of the Immigrants."

Although further discussion and study will be required todetermine the appropriate public/private partnership or not-for-profit entity that should be used or created to manage the con-struction and maintain the public spaces, the following ideaswere discussed:

1) An expanded role for UNRAP as a coalition;2) An expanded role for The Lower East Side BID:

extending its boundaries to include all of Allen and PikeStreets;

3) An expanded role for AAFE: facilitating the formation ofa Local Development Corporation that includes theother coalition members;

4) Creating an entirely new entity: a new Allen and PikeStreet Business Improvement District that would partnerwith the UNRAP coalition


Traffic calming experiment at Herald Square, NY

Safer crosswalks

New Bus Shelters

10 ALLEN & PIKE STREETS REVITALIZATION STUDY

Wholesale loading activity around sidewalks. Parks under bridge are unusable.

High pedestrian activity at Henry Street.Public bathroom at Delancey Street.

After discussions regarding the findings with the local community organizations andcity agencies, we have identified a series of steps that we would recommend be con-sidered:

1. Allen and Pike Streets Study.

PPS would undertake a more thorough traffic and pedestrian study, and collect moreinformation from the community, to direct long-term improvements. A transportationengineer would be involved and, if required, an economic development consultant.

Consultants: Project for Public Spaces, Inc. and Urbitran Inc. Cost: approximately $100,000 for PPS and Urbitran, Inc. (additional fees foreconomic development consultant and cost estimator)Clients/Partners: UNRAP, NYC DOT, NYC Dept of Parks and NYMTC

The study would involve the following tasks:

Phase I: Identification of Issues• Interviews with key stakeholders Documentation of Existing Conditions

(thorough documentation using photos of street, sidewalk and median condi-tions, building uses and conditions, and measurement of roadway and sidewalkdimensions)

• Traffic and Transit Data Analysis and Problem Identification• On-Site Observations (using time-lapse photography and other observation

techniques to understand the patterns of use of the street, sidewalks andmedians, and bikelanes and determine results of traffic experiments and parkdemonstration project)

• Additional Community Workshops (similar to workshops held, but more targeted)• Surveys of Businesses and Pedestrians• Economic Analysis (if required, a market study of current and future business

demand would be undertaken at additional cost by an economic developmentconsultant)

• Summary of Findings and Presentation to the Community

Next Steps


Phase II: Development of Recommendations• Street and Traffic Alternatives (recommendations based

on traffic data analysis and observations)• Development and Retail Opportunities (based on

economic analysis) Business Development andManagement Opportunities

• Presentation

Phase III: Final Recommendations and Draft Report• Final concept plan• Implementation and Management Strategies (based on

input from community organizations and city agencies,a management entity would be proposed)

• Summary Memo of Findings and Recommendations

Phase IV: Final Report and Graphics • Perspective drawings• Final Report Cost Estimate (at additional cost) Final

Presentation

2. Experiment with traffic-calming measures.

Close the Allen Street right-turn extension north of EastBroadway with temporary bollards, and stripe bump-outs andinstall temporary bollards at Delancey, Canal and CherryStreets as a short-term experiment. Cost: $40,000 Partners:NYC DOT, UNRAP, NYMTC

3. Monitor Parks Department

Demonstration Project. Observe activity and interview users inrefurbished median between Delancey and Broome Streets tohelp guide design of remaining medians.

Cost: No additional cost if undertaken as part of study (above)or by volunteers.

Partners: NYC Parks Department, Lower East Side BID, theLower East Side Tenement Museum, Lower East SideCommunity Preservation Project


4. Create space for markets and festivals.

Engage neighborhood business associations and the LowerEast Side BID in organizing markets or festivals for the mediansnear East Broadway and a block above Delancey Street. TheEast Broadway market could start small and spread south toadditional medians over time.

Cost: $40,000

Partners: AAFE, Fukien and other business associations,Lower East Side BID, NYC DOT, NYC Parks Department, TwoBridges Neighborhood Council.

5. Beautify the medians.

Community groups that have already adopted mediansbetween Canal and Houston Streets will install planters forflowers and garbage cans. Where medians have not beenadopted, particularly south of Henry Street, install planters forflowers and trees, and engage community groups in caring forthem.

Cost: $20,000

Partners: Lower East Side BID, Lower East Side TenementMuseum, Renaissance EDC, Two Bridges NeighborhoodCouncil, U.S.A. Chinese Women's Federation, U.S. CantoneseAssociation, and NYC Dept. of Parks

6. Access to waterfront.

Work with EDC to open access to the waterfront at the end ofPike Street.

Cost: approximately $50,000

Partners: EDC, Two Bridges Neighborhood Council



7. Install new bus shelters.

Work with MTA and the neighborhood associations to design andinstall new bus shelters that would complement the historical themeand provide both historical interpretation and information about thearea.

Cost: $120,000 (12 shelters at $10,000 each minimum)

Partners: MTA, Lower East Side BID and Lower East SideTenement Museum.

8. Project Management.

A project manager should be hired to plan and direct the imple-mentation of the short-term improvements for UNRAP and the cityagencies.

Cost: $30,000

Partners: UNRAP, NYC DOT, NYC Dept of Parks and NYMTC

Cost Estimates

Short-Term Improvements

Steps 1-6 described above: $400,000

Long-Term Improvements

Widening sidewalks, reconstructing and beautifying medians,adding streetscape and rebuilding roadway from Houston Street toSouth Street, including design, engineering and soft costs (seeattached cost estimates),: $22 million


Participants were asked to list what they thought were the strengthsand weaknesses of Allen and Pike Streets:

Strengths

• Potential access to the East River waterfront• View of bridges• Diversity of people and businesses• Amenities: trees and benches• The medians• Slope of street down to the river• Convenient to public transportation• Historical: "It's like a journey through time, people and

cultures"• Busy• Width of Allen Street• Commercial and residential (mixed-use)• No benches (at northern end)• Variety of restaurants• Bargain shopping• Leads to Chinatown

Weaknesses

• Heavy traffic• Dirty and smelly• Poor maintenance - fences broken, lots of trash, broken

concrete• Lack of lighting• Bland, mostly concrete, uninteresting• Lack of destinations• Overly wide road and poor crosswalks• Loading for businesses dominate sidewalk• Unattractive

The Findings from the Workshops

• Not enough landscaping• Too many bars and restaurants, attracting new people to

neighborhood who disturb the peace• Double parking• No bike lane• Displacement of tenants• Dog waste on sidewalks• Not wheelchair accessible

Character of "the Avenue of the Immigrants"

Participants discussed what the overall character of the streets,to be known as "the Avenue of the Immigrant," should be:

• A green, leafy boulevard• Pedestrian-friendly• Tells a story about the history of immigration in New

York and on the Lower East Side• Art, events and cultural "stops" along its length• Gateways to Lower East Side (at Houston Street) and

"New" Chinatown (at East Broadway)

Long-Term ImprovementsThere was considerable discussion at both workshopsregarding the appropriate long-term changes to the streets thatwould transform it into a beautiful, pedestrian-friendlyboulevard. There seemed to be consensus on the following:

Traffic

• Need to calm traffic and reduce number of traffic lanes• More room for pedestrians and better pedestrian crossings• Bikelanes along entire length

Sidewalks

• Sidewalk widening important above Henry Street• Wholesalers taking up room on sidewalk• Stairs and vault access project onto sidewalks• Need room for merchandise displays and outdoor cafes

above Henry St.16 Allen & Pike Streets: A Community Vision

• Below Henry Street sidewalks sufficiently wide• Desire for street trees, flower planters and amenities• Better sidewalk cleaning and maintenance• Use information on sidewalks to tell story of immigration• Sidewalk extensions to make crossings more pedestrian

-friendly• Curb cuts for accessibility

Medians

• No particular need for wider medians anywhere exceptat East Broadway area for future market place

• Use medians to tell story of immigration• More uses and activities on medians• Information kiosks on medians• Beautify and landscape medians• Replace missing trees• Market and festival at medians near East Broadway• No one will sit on medians at south end of Pike because

of noise, but beautification needed there• Better cleaning and maintenance• Gazebos on medians for concerts• Widen medians• Put bike paths on median• Expand medians so that vehicles making left-turns have

to wait for light before continuing past median• Meandering path for walking and relaxing• Small dog run

Short-Term Experiments andImprovementsParticipants at both workshops suggested improvements thatcould be done at little cost and in a short period of time to beginto transform the street and build enthusiasm for a major streetrevitalization project. Some of the short-term improvementscould be experiments to test specific solutions and buildmomentum:

• Occasional night market (neighborhood block partyfeaturing local merchants and restaurateurs) on north-bound lanes between Delancey Street and HoustonStreet, and at East Broadway median.


• Close right-turn extension lanes north of East Broadwayto provide space for market and festival uses.

• Open access to waterfront through Jersey barriers andfence at end of Pike

Street

• Restriping for bike lanes• Restriping crosswalks• Experimental bump outs at selected intersections (e.g.

Delancey Street, Cherry Street)• "Gateway treatments" at major intersections• Bus shelters on wider sidewalks• Artwork, banners or historical interpretation related to

immigration theme• Replace missing trees in the medians

Miscellaneous

• Improve facades• Reclaim parks under the bridge• Improve lighting• Create "adopt a median"• Some additional parking desirable parallel to medians• Better signage• Better cleaning and maintenance • Get rid of commercial buses

Description of ImprovementsTraffic and Pedestrian Study

PPS would undertake a more thorough study and collect moreinformation from the community to direct long-term improve-ments. The study would include a more extensive documenta-tion of existing conditions, on-site observations, and communityworkshops to determine the patterns of use of the street,sidewalks, and medians. A transportation engineer would beinvolved, and if required, an economic development consultant.

Partners: UNRAP, NYC DOT, NYC Dept. of Parks, and NYMTC


Traffic-calming Experiments

Proposed experiments include closing the Allen Street right-turnextension north of East Broadway with temporary bollards,striping bump-outs, and installing temporary bollards atDelancey, Canal, and Cherry Streets as a short-term experi-ment to increase pedestrian safety.

Partners: NYC DOT, UNRAP, NYMTC

Public Market and Festival Spaces

In order to attract residents and visitors to support local busi-nesses, engage neighborhood business associations and theLower East Side BID in organizing markets or festivals for themedians near East Broadway and a block above DelanceyStreet. The East Broadway market could start small and spreadsouth to additional medians over time.

Partners: AAFE, Fukien and other business associations,Lower East Side BID, NYC DOT, NYC Dept. of Parks, TwoBridges Neighborhood Council

Median Beautification

Community groups that have already adopted mediansbetween Canal and Houston Street will install planters forflowers and garbage cans. Where medians have not beenadopted, particularly south of Henry Street, install planters forflowers and trees, and engage community groups in caring forthem.

Partners: Lower East Side BID, Lower East Side TenementMuseum, Renaissance EDC, Two Bridges NeighborhoodCouncil, U.S.A. Chinese Women Federation, U.S. CantoneseAssociation, and NYC Dept. of Parks.

New Bus Shelters

Work with MTA and the neighborhood associations to designand install new bus shelters that would complement the histor-ical theme and provide both historical interpretation and infor-mation about the area.

Partners: MTA, Lower East Side BID, and Lower East SideTenement Museum.



Section 1Section 1

Section 2Section 2


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Appendix

Description of Improvement Expense Capital Traffic and Pedestrian Study $100,000 Traffic-calming Experiments $40,000 Public Market and Festival Spaces $40,000 Median Beautification $20,000 Waterfront Access $50,000 Project Manager $30,000 New Bus Shelters ($10,000 each) $120,000 TOTALS $280,000 $120,000

Short-Term Improvements Cost Breakdown


Item Cost ($M) Notes Source

Sidewalk Widening/Street Resurfacing $12.00

Includes extending sidewalks 8', adjusting catch basins and storm sewers, new curbs, resurfacing, restriping, design and soft costs Urbitran Inc.

Streetscape $1.33

Based on per unit for new street trees, light posts, benches and trash receptacles* Landscape Architect

Median Improvements $8.40

Estimate for refurbishing and landscaping all medians based on NYC Parks Dept. demonstration project NYC Parks Dept.

Total $21.73

*Per Unit Costs for Streetscape Cost ($) Number TotalStreet Trees, 4" caliper, including planting $1,500 200 $300,000Street Lights, including installation $4,500 200 $900,000Benches $1,000 50 $50,000Trash Receptacles $800 100 $80,000Total $1,330,000

"Ball Park" Costs for Allen and Pike Street Recommendations“Ball Park” Costs for Allen and Pike Street Recommendations

Item Cost ($M) Notes Source

* Per Unit Costs for Streetscapre Cost ($) Number Total

Total $21.73

Total $1,330,000


ITEM NO. ITEM UNIT QUAN- TITY

UNIT COST COST

4.02 AG Asphaltic Concrete Wearing Course, 3" Thick SY 36,000 11.88$ 427,500$

4.04 EC Concrete Base for Pavement 10" Thick, Class B-32 CY 5,000 143.75$ 718,750$

4.08 AE Concrete Curb (22" Deep) LF 37.50$ -$ 4.09 AE Straight Steel Faced Concrete Curb (21" Deep) LF 9,000 43.75$ 393,750$ 4.11 CC Select Granular Fill, Place Measurement CY 3,000 37.50$ 112,500$ 4.13 AA 4" Concrete Sidewalk (Unpigmented) SF 5.38$ -$ 4.13 BA 7" Concrete Sidewalk (Unpigmented) SF 126,000 7.50$ 945,000$ 6.01 AA Clearing & Grubbing LS 1 65,000.00$ 65,000$ 6.02 AA Unclassified Excavation CY 30,300 41.25$ 1,249,875$ 6.13 AF Catch Basin, New, Type 2 EACH 80 6,250.00$ 500,000$

6.36 FA Street Hardware Adjustments by Building Up Installation (7" to under 14" width)

EACH 50 187.50$ 9,375$

6.37 Adjustment of Catch Basin EACH 20 375.00$ 7,500$

6.44-P Thermoplastic Reflectorized Pavement Markings (4" wide)

LF 10,000 1.25$ 12,500$

6.55 Sawcutting Existing Pavement LF 9,000 3.75$ 33,750$ 6.57 Abandoning inlets and basins EACH 30 200.00$ 6,000$ 6.79 12" Ductile Iron Pipe Connection LF 2,500 106.88$ 267,188$ 7.17 Open Graded Stone Base CY 10,000 50.00$ 500,000$

Relocation of Traffic Signals and Light Poles EACH 40 18,750.00$ 750,000$

Sub-Total 5,998,688$

6.39 A Mobilization @ 5% 299,934$ MPT @ 10% 599,869$ Survey @ 3% 599,869$


Contingency @30% 2,249,508$


Design @ 10% 974,787$ Construction Inspection @ 10% 974,787$

Grand Total 11,697,441$

pps 2004 study unrap

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