pps 2004 study unrap by open road

Allen &Pike Streets A Community Vision

April 2004

The Ramblas, Barcelona, Spain

A Description of the Study 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 communitybased 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 come up with a bold new vision for Allen and Pike Streets. The neighborhood organizations involved in 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 Findings The community groups and neighborhood stakeholders were united in their desire and enthusiasm to see Allen and Pike Streets become a beautiful, green boulevard knitting together the disparate communities of the Lower East Side. Although everyone recognized that the streets and their potentially verdant medians have become deteriorated and desolate, they envision a new future for the streets as an "Avenue of the Immigrants." While the streets now act as a barrier between Chinatown and the Lower East Side, creating a wide chasm between neighborhoods, the community imagines them transformed into a pedestrian-friendly "destination" - a stunning commercial boulevard, renowned for its beauty and historical significance, in the heart of a revitalized Lower East Side and leading to a magnificent waterfront. They describe a place where residents and visitors would enjoy strolling, shopping, attending festivals and outdoor markets, and just passing the time with neighbors. The many community groups involved in this project expressed a willingness to partner with the City to achieve this vision. We spell out in this report the steps that should be taken to get there.

A Description of Allen & Pike Streets Background. Allen Street and Pike Street make up a continuous corridor running about a 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 Allen ends. After the elevated railway was removed in the 1930's, the streets were widened to provide three traffic lanes in each direction and room for on-street parking. In the Allen & Pike Streets: A Community Vision 1

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

Elevated railroad on Allen Street

Infill buildings on east side

Traffic. While it appears that the volume of traffic is not heavy, there is a significant amount of commercial truck traffic, as well as double-parking and loading activity, in the central area between East Broadway and Hester Street where wholesale businesses are located. The cross-street traffic and turning movements also cause congestion at the major intersections (East Broadway, Grand, Canal and Delancey Streets). Traffic studies for Chinatown and Lower Manhattan, which include some intersections with Allen and Pike Streets, have been undertaken by NYC Department of Planning and Parsons Brinckerhof. A review of this information, as well as new traffic and pedestrian data, is needed, however, to draw more definite conclusions. Pedestrian Activity. We observed large numbers of pedestrians crossing the streets and, with the high frequency of leftturns, it appears chaotic and hazardous. Pedestrian activity is particularly heavy at the larger cross streets. On certain blocks, sidewalks are often obstructed by the wholesale loading activity and the stairs that provide access to sidewalk vaults. On Pike Street, the commercial activity diminishes, but pedestrian activity remains high due to the densely populated Rutgers Houses and the other important destinations in the area Pathmark Supermarket and P.S. 2. Access to Waterfront. Although Pike Street ends at South Street, adjacent to the elevated FDR Drive, the Manhattan Bridge and the East River waterfront, access to the river from Pike Street is blocked by concrete barriers and a chain link fence. Parks and open spaces in the vicinity are being used as staging areas for Manhattan Bridge construction and for road salt storage.

Left-turning movements at intersections

2 Allen & Pike Streets: A Community Vision

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

The Process PPS held three workshops with a diverse group of stakeholders and local residents: Workshop #1. The first workshop (March 3), a "visioning workshop," was attended by over 50 people, including representatives of Community Board 3, MTA, DOT, NYC Department of Parks and Rutgers Houses Tenant Association. The discussion focused on the assets and liabilities of the streets, shortterm and long-term improvements and an overall vision for what the street could become.

Dilapidated medians

Workshop #2. The second workshop (March 9), which included participants from the first workshop as well as more residents and community board, DOT and NYC Parks Dept. representatives, involved a "Place Evaluation Game." After a brief presentation that summarized the results of the previous workshop, the forty participants were divided into five groups that were sent outside to evaluate specific blocks and intersections on the two streets, ranging from the intersection at Delancey Street to South Street and the river. After the groups returned, they reported back to everyone. We were able to reach consensus among the groups on several issues. Workshop #3. A third workshop (May 4), similar in format to the first "visioning workshop", was held at the University Settlement Senior Center and included tenants, seniors, and business owners north of Delancey Street, who were not able to attend the first two workshops.

Allen Street Workshop

Stakeholder Meetings. Our study also involved meetings with New York City agencies and other stakeholders. Meetings were held February 27, March 18 and March 24 with representatives of NYC DOT, NYC Department of Parks, New York Metropolitan Transportation Council (NYMTC), and NYC Transit. Discussions with the representatives of these organizations were focused on the agencies' plans for the area, their concerns regarding the streets and the feasibility of various improvements. New bikelane on Allen Street

Waterfront Stakeholders. Our study looked at the waterfront, and recognizes the importance of this key, if neglected amenity to the success of a revitalized Allen/Pike Street. Connections to the waterfront, especially to and from a new esplanade and park being planned by the city, are critical and merit further study with community stakeholders to enhance access and activities. Allen & Pike Streets: A Community Vision 3

La Paz, Bolivia

4 ALLEN & PIKE STREETS REVITALIZATION STUDY

Our Recommendations Our recommendations are based on the findings of the three workshops (see below "Findings") and meetings held with UNRAP, New York City agencies, Community Board 3 and NYMTC.

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

Wider Sidewalks vs. Wider Medians If the roadway width were reduced, there would be additional space (approximately 22 feet) that could be used for bike lanes, widening the medians, widening the sidewalks or all three. Opinions of participants at the three workshops, and of agency representatives, differed on the relative merits of widening the sidewalks versus widening the medians. While local residents and stakeholders wish to see Allen and Pike Streets become a beautiful, leafy green boulevard with park-like amenities on the medians, many acknowledged that, unlike Ocean Parkway in Brooklyn, Allen and Pike are commercial streets where the businesses are important to the economic vitality of the community. They expressed the concern that wide, park-like medians would detract from the sidewalks, where the real activity should take place. Wider medians would also require more activities to attract users and ensure their safety. Although widening the medians would be less expensive than rebuilding the sidewalks (and moving catch basins), they would be more costly for the City to maintain in the long-term. Unless a business improvement district is formed or other partners found to help manage and maintain the medians, they would be a burden on the Parks Department, whereas sidewalks would be maintained by neighboring property owners. The emphasis at the first two workshops was on widening the sidewalks and providing more room and amenities (street trees, street lights, benches, bus shelters) for the pedestrians who frequent the businesses and residential buildings, and who traverse Allen and Pike Streets. (See Scheme A and Street Section.) At the third workshop, which focused on the blocks north of Delancey Street, participants expressed interest in widening the medians to provide room for both active uses (bike lanes, paths and Allen & Pike Streets: A Community Vision 5

events) as well as passive (attractive gardens). A wider median could also prove advantageous at some intersections because it could provide additional space for left-turning vehicles to wait for the light to change, thus improving safety. We recognize the need to study these conclusions further in light of more traffic data as well as additional community input.

Refurbished Medians Activities on wide sidewalks

Wide sidewalks on Newbury Street, Boston

A planted median

6 Allen & Pike Streets: A Community Vision

While almost all participants agreed that the medians are unattractive and underused in their current state, they consider the medians (and the allĂŠe of sycamores that runs the entire length of the street) to be unique features of Allen and Pike Streets that should be beautified whether or not they are widened. Participants suggested the integration of artwork, historical interpretation and cultural activities into the design and programming of the medians to reinforce the immigration theme. For example, both the medians and the sidewalks could become part of an "immigrant trail" that would tell the history of immigration and the Lower East Side. We believe that the solution for the medians is not a "one size fits all" design. Rather, the medians should serve the needs of their surrounding neighborhoods and residents. Where seating is needed, it should be provided. Where room for activities is desired (such as public markets or community events) space on the median should be found. While the DOT pointed out that continuous pathways on the medians that cross every intersection could be hazardous because of the high frequency of left turns, a pathway or bike lane in the median has not been ruled out. In the absence of uses and activities, the medians could simply become beautifully planted beds with seating at the ends, as on upper Broadway or Park Avenue. The design and programming of the medians must serve the communities' needs and, therefore, the appropriate solution should be determined with significant community input. By evaluating the results of its median demonstration project between Delancey and Broome Streets, the NYC Department of Parks, working with the community groups and their consultants, could determine appropriate activities for the other medians. The Greenstreets program could then be used to engage community partners in the maintenance and management of the medians.

Bike Lanes Allen and Pike Streets are already designated by New York City as a bike route, and residents expressed enthusiasm for seeing a bike path or bike lanes running the length of the street and providing access to the waterfront. Although other boulevards in New York City offer bike paths along grassy medians (Ocean Parkway), the heavy cross-town and left-turning traffic between the medians on Allen Street could make a continuous bike path on the median hazardous. On the other hand, bikelanes adjacent to the parked cars may frequently be blocked by loading activity and double-parked cars. The re-striping of Allen Street to include dedicated bike lanes parallel to the parking lanes provides an opportunity to evaluate where they should go in the long-term. Usage, safety, obstruction and other functional characteristics can all be evaluated through observation, counts, surveys and community input.

A park-like median - Eastern Parkway, Brooklyn

Placemaking Opportunities Participants at the workshops identified numerous opportunities for creating special places that could support community activities, reinforce the historic importance of Allen and Pike Streets, and even nurture entrepreneurship: •

•

The Public Bathroom at Delancey Street. Just north of Delancey, an abandoned public toilet (an attractive and historic building) could be turned into a visitors' center, an interpretive facility, or a concession for refreshments and bike rental. Gateways to Chinatown and the Lower East Side: structures could be built at the Houston Street and East Broadway intersections that could serve as gateways to the adjacent neighborhoods. An event space north of Delancey Street: the north bound lanes of Allen Streets could be closed periodically during the summer to make room for a night market or block party. A Community Square: Where a spur of Allen Street dead ends into East Broadway, a public space could be created, in conjunction with the medians, that could serve as a community square for events and public markets. A Public Market: a weekly market (similar to the Chinatown Night Market in San Francisco) could be established on the medians between East Broadway and Madison Street.

Bikeable median

Street fair

Allen & Pike Streets: A Community Vision 7

•

• Chinatown gateway

Parks near the East River waterfront: Coleman Playground, adjacent to the Manhattan Bridge, has been used as a construction staging area and salt storage facility. It should be transformed back into a park, to complement work being done on the waterfront. Access to the waterfront: concrete barriers and chain link fences that block access to the waterfront from Pike Street should be opened to provide an attractive pathway for pedestrians and bicyclists to the waterfront. New bus shelters: bus shelters should be provided that reflect the historic character of the neighborhood and provide information about its history.

Short-Term Improvements While the long-term improvements discussed above require further study, many short-term improvements and experiments could be accomplished right away and could help in determining a final revitalization plan for Allen and Pike Streets. The completion of the NYC Department of Parks' plan for the median between Delancey and Broome Streets, sponsored by the Lower East Side BID, will provide an opportunity to evaluate the levels and types of activity on a newly landscaped and attractively furnished median.

Chinatown night market, San Francisco

Other opportunities to test out new uses with other neighborhood partners should be seized: a market on the medians and closed "spur" north of East Broadway (with local business associations); a night market or neighborhood festival in the street on a block north of Delancey; bus shelters that provide historical and way-finding information; and, open access to the waterfront through the Jersey barriers and the chain link fence at South Street. Traffic calming measures could be tested: the striped neckdown at Houston Street should be studied; additional neckdowns could 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 attractive with planters filled with flowers or trees (maintained by neighborhood groups).

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

8 Allen & Pike Streets: A Community Vision

Implementation & Management Strategies The UNRAP coalition members recognize the critical importance of community involvement in the planning, implementa-

tion and management of the Allen and Pike Street improvements. This not only means continuing community and stakeholder input in the planning stages, but equally important, a leading role in undertaking the short-term and long-term improvements, and an on-going role in managing and maintaining the public spaces. Forming such an implementation entity would have the following benefits: •

• •

•

The entity would champion Allen and Pike Streets to ensure that they get funding, public attention and ongoing management as part of a larger revitalization program for Chinatown and the Lower East Side. The entity, if a not-for-profit, could apply for public and private grants. The entity could involve the community in carrying out short-term improvements. The entity could work with the NYC Dept. of Parks, the NYC DOT and other agencies to implement the long-term plan. It could even serve as project manager for the construction. The entity could set up a self-taxing mechanism to manage, maintain and continue to improve the public spaces. The entity could provide the historical research and broad intercultural perspective needed to transform the streets into the "Avenue of the Immigrants." The entity could sponsor festivals and events that unite the surrounding neighborhoods around the theme "Avenue of the Immigrants."

Traffic calming experiment at Herald Square, NY

Safer crosswalks

Although further discussion and study will be required to determine the appropriate public/private partnership or not-forprofit entity that should be used or created to manage the construction and maintain the public spaces, the following ideas were 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 Pike Streets; 3) An expanded role for AAFE: facilitating the formation of a Local Development Corporation that includes the other coalition members; 4) Creating an entirely new entity: a new Allen and Pike Street Business Improvement District that would partner with the UNRAP coalition

New Bus Shelters

Allen & Pike Streets: A Community Vision 9

Wholesale loading activity around sidewalks.

Parks under bridge are unusable.

Public bathroom at Delancey Street.

High pedestrian activity at Henry Street.

10 ALLEN & PIKE STREETS REVITALIZATION STUDY

Next Steps After discussions regarding the findings with the local community organizations and city agencies, we have identified a series of steps that we would recommend be considered:

1. Allen and Pike Streets Study. PPS would undertake a more thorough traffic and pedestrian study, and collect more information from the community, to direct long-term improvements. A transportation engineer 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 for economic 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 conditions, building uses and conditions, and measurement of roadway and sidewalk dimensions) • 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 and medians, and bikelanes and determine results of traffic experiments and park demonstration 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 development consultant) • Summary of Findings and Presentation to the Community

Allen & Pike Streets: A Community Vision 11

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 and Management 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 East Broadway with temporary bollards, and stripe bump-outs and install temporary bollards at Delancey, Canal and Cherry Streets as a short-term experiment. Cost: $40,000 Partners: NYC DOT, UNRAP, NYMTC

3. Monitor Parks Department Demonstration Project. Observe activity and interview users in refurbished median between Delancey and Broome Streets to help 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, the Lower East Side Tenement Museum, Lower East Side Community Preservation Project

12 Allen & Pike Streets: A Community Vision

4. Create space for markets and festivals. Engage neighborhood business associations and the Lower East Side BID in organizing markets or festivals for the medians near East Broadway and a block above Delancey Street. The East Broadway market could start small and spread south to additional medians over time. Cost: $40,000 Partners: AAFE, Fukien and other business associations, Lower East Side BID, NYC DOT, NYC Parks Department, Two Bridges Neighborhood Council.

5. Beautify the medians. Community groups that have already adopted medians between Canal and Houston Streets will install planters for flowers and garbage cans. Where medians have not been adopted, particularly south of Henry Street, install planters for flowers and trees, and engage community groups in caring for them. Cost: $20,000 Partners: Lower East Side BID, Lower East Side Tenement Museum, Renaissance EDC, Two Bridges Neighborhood Council, U.S.A. Chinese Women's Federation, U.S. Cantonese Association, and NYC Dept. of Parks

6. Access to waterfront. Work with EDC to open access to the waterfront at the end of Pike Street. Cost: approximately $50,000 Partners: EDC, Two Bridges Neighborhood Council

Allen & Pike Streets: A Community Vision 13

7. Install new bus shelters. Work with MTA and the neighborhood associations to design and install new bus shelters that would complement the historical theme and provide both historical interpretation and information about the area. Cost: $120,000 (12 shelters at $10,000 each minimum) Partners: MTA, Lower East Side BID and Lower East Side Tenement Museum.

8. Project Management. A project manager should be hired to plan and direct the implementation of the short-term improvements for UNRAP and the city agencies. 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 to South Street, including design, engineering and soft costs (see attached cost estimates),: $22 million

14 Allen & Pike Streets: A Community Vision

The Findings from the Workshops Participants were asked to list what they thought were the strengths and 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 Allen & Pike Streets: A Community Vision 15

• • • • • • •

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 Improvements There was considerable discussion at both workshops regarding the appropriate long-term changes to the streets that would transform it into a beautiful, pedestrian-friendly boulevard. 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 • • • • 16 Allen & Pike Streets: A Community Vision

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.

• • • • • •

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 except at 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 and Improvements Participants at both workshops suggested improvements that could be done at little cost and in a short period of time to begin to transform the street and build enthusiasm for a major street revitalization project. Some of the short-term improvements could be experiments to test specific solutions and build momentum: •

Occasional night market (neighborhood block party featuring local merchants and restaurateurs) on northbound lanes between Delancey Street and Houston Street, and at East Broadway median. Allen & Pike Streets: A Community Vision 17

• •

Close right-turn extension lanes north of East Broadway to provide space for market and festival uses. Open access to waterfront through Jersey barriers and fence 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 Improvements Traffic and Pedestrian Study PPS would undertake a more thorough study and collect more information from the community to direct long-term improvements. The study would include a more extensive documentation of existing conditions, on-site observations, and community workshops to determine the patterns of use of the street, sidewalks, and medians. A transportation engineer would be involved, and if required, an economic development consultant. Partners: UNRAP, NYC DOT, NYC Dept. of Parks, and NYMTC

18 Allen & Pike Streets: A Community Vision

Traffic-calming Experiments Proposed experiments include closing the Allen Street right-turn extension north of East Broadway with temporary bollards, striping bump-outs, and installing temporary bollards at Delancey, Canal, and Cherry Streets as a short-term experiment to increase pedestrian safety. Partners: NYC DOT, UNRAP, NYMTC Public Market and Festival Spaces In order to attract residents and visitors to support local businesses, engage neighborhood business associations and the Lower East Side BID in organizing markets or festivals for the medians near East Broadway and a block above Delancey Street. The East Broadway market could start small and spread south to additional medians over time. Partners: AAFE, Fukien and other business associations, Lower East Side BID, NYC DOT, NYC Dept. of Parks, Two Bridges Neighborhood Council Median Beautification Community groups that have already adopted medians between Canal and Houston Street will install planters for flowers and garbage cans. Where medians have not been adopted, particularly south of Henry Street, install planters for flowers and trees, and engage community groups in caring for them. Partners: Lower East Side BID, Lower East Side Tenement Museum, Renaissance EDC, Two Bridges Neighborhood Council, U.S.A. Chinese Women Federation, U.S. Cantonese Association, and NYC Dept. of Parks. New Bus Shelters Work with MTA and the neighborhood associations to design and install new bus shelters that would complement the historical theme and provide both historical interpretation and information about the area. Partners: MTA, Lower East Side BID, and Lower East Side Tenement Museum. Allen & Pike Streets: A Community Vision 19

Section 2

Section 1

20 Allen & Pike Streets: A Community Vision

Allen & Pike Streets: A Community Vision 21

18 March 2004

Sections

Allen Street / Pike Street

Section 2

68' 8'

22'

new plaza for events

sidewalk sidewalk

existing gas station

11'

traffic lanes traffic lanes

market stalls

parking lane bike lane parking lane bike lane

11'

35'-1"

22'-11"

median

market stalls

median

11'

22'-9"

11'

traffic lanes bike lane parking lane

bike lane parking lane sidewalk

Section 1

17'-10"

sidewalk traffic lanes

22 Allen & Pike Streets: A Community Vision

Appendix Short-Term Improvements Cost Breakdown Description of Improvement Traffic and Pedestrian Study Traffic-calming Experiments Public Market and Festival Spaces Median Beautification Waterfront Access Project Manager New Bus Shelters ($10,000 each)

Expense $100,000 $40,000 $40,000 $20,000 $50,000 $30,000

TOTALS

$280,000

Capital

$120,000 $120,000

Allen & Pike Streets: A Community Vision 23

â&#x20AC;&#x153;BallPark" Parkâ&#x20AC;?Costs Costsfor forAllen Allenand andPike PikeStreet StreetRecommendations Recommendations "Ball Item Item

Sidewalk Widening/Street Resurfacing

Streetscape

Median Improvements

Total Total

**Per Per Unit Unit Costs Costsfor forStreetscape Streetscapre Street Trees, 4" caliper, including planting Street Lights, including installation Benches Trash Receptacles Total Total

24 Allen & Pike Streets: A Community Vision

Cost Cost($M) ($M) Notes Notes Includes extending sidewalks 8', adjusting catch basins and storm sewers, new curbs, resurfacing, $12.00 restriping, design and soft costs

Source Source

Urbitran Inc.

Based on per unit for new street trees, light posts, benches and trash $1.33 receptacles* Landscape Architect Estimate for refurbishing and landscaping all medians based on NYC Parks Dept. demonstration $8.40 project NYC Parks Dept.

$21.73 $21.73

Cost($) ($) Number Number Cost $1,500 $4,500 $1,000 $800

Total Total 200 200 50 100

$300,000 $900,000 $50,000 $80,000 $1,330,000 $1,330,000

4.02 AG

Asphaltic Concrete Wearing Course, 3" Thick

QUANTITY 36,000

4.04 EC

Concrete Base for Pavement 10" Thick, Class B-32

5,000

4.08 AE

Concrete Curb (22" Deep)

4.09 AE

Straight Steel Faced Concrete Curb (21" Deep)

4.11 CC

Select Granular Fill, Place Measurement

4.13 AA

4" Concrete Sidewalk (Unpigmented)

4.13 BA

7" Concrete Sidewalk (Unpigmented)

6.01 AA

Clearing & Grubbing

6.02 AA

Unclassified Excavation

6.13 AF

6.55

Catch Basin, New, Type 2 Street Hardware Adjustments by Building Up Installation (7" to under 14" width) Adjustment of Catch Basin Thermoplastic Reflectorized Pavement Markings (4" wide) Sawcutting Existing Pavement

6.57

Abandoning inlets and basins

6.79 7.17

ITEM NO.

6.36 FA 6.37 6.44-P

ITEM

UNIT

COST

11.88 $

427,500

143.75 $

718,750

37.50

9,000

43.75 $

393,750

3,000

37.50 $

112,500

5.38

126,000

7.50 $

945,000

65,000.00 $

65,000

30,300

41.25 $

1,249,875

EACH

6,250.00 $

500,000

EACH

187.50 $

9,375

EACH

375.00 $

7,500

10,000

1.25 $

12,500

9,000

3.75 $

33,750

EACH

200.00 $

6,000

12" Ductile Iron Pipe Connection

2,500

106.88 $

267,188

Open Graded Stone Base

10,000

50.00 $

500,000

EACH

18,750.00 $

750,000

5,998,688

Mobilization @ 5%

299,934

MPT @ 10%

599,869

Survey @ 3%

599,869

7,498,359

2,249,508

9,747,867

Design @ 10%

974,787

Construction Inspection @ 10%

974,787

11,697,441

Relocation of Traffic Signals and Light Poles

Sub-Total 6.39 A

UNIT COST

Sub-Total Contingency @30% Sub-Total

Grand Total

Allen & Pike Streets: A Community Vision 25