Transportation

WHEREAS, The Woman's National Republican Club, Inc. (WNRC), located at 3 W. 51^st Street between 5^th and 6^th Avenues, is housed in a 6-story building containing 30 dormitory rooms for members and a public catering facility; and

WHEREAS, The current on-street parking regulations in front of 3 W. 51^st Street are as follows:

• No Standing Except Commercial Vehicles, Metered Parking, 3 Hour Limit, 7am - 6pm Monday through Friday 6pm - Midnight, Monday through Friday, Metered Parking, 6 Hour Limit 8am - Midnight, Saturday, Metered Parking, 6 Hour Limit; and

WHEREAS, The NYC DOT on-street parking policy allows for the installation of a "Loading/Unloading Zone" or a "No Parking Zone" in front of a hotel facility containing 100 or more guest rooms to accommodate guest/luggage drop-off and pick-up, thereby reducing incidences of vehicles double parked for this purpose; and

WHEREAS, The NYC DOT will grant a variance to the above policy and install a "No Parking Zone" in front of a hotel or dormitory with fewer than 100 guest rooms if the community board representing the subject hotel lends its support for such action; and 

WHEREAS, Given that the 100 hotel room threshold set forth in the NYC DOT parking code is subject to discretion based on existing conditions in the subject area, including land use, road width, lane configuration, traffic volume and current on-street parking regulations, and that these factors must be evaluated on a case by case basis; and 

WHEREAS, The WNRC is not a hotel but a dormitory facility; the Committee, therefore, looked to various DOT regulations used to resolve parking and loading issues that have arisen with hotels and private clubs that have dormitory and catering facilities and traffic congestion problems in front of their properties similar to that of this applicant; and

WHEREAS, Crosstown vehicular traffic congestion in Midtown Manhattan is, in part, exacerbated by vehicles double parked in front of hotels and dormitory facilities; and

WHEREAS, Allocating on-street parking space in front of a hotel or dormitory facility to accommodate guest/luggage drop-off and pick-up will help reduce vehicles double parked for this purpose; therefore be it,

RESOLVED, Community Board Five recommends approval of this application to install a "No Parking Zone" in front of 3. W. 51^st Street to facilitate guest/luggage drop-off and pick-up and thereby reduce incidences of vehicles double parked for this purpose. 

The above resolution passed with a vote of 25 in favor, 6 opposed, 1 abstaining.

WHEREAS, the Flatiron Hotel, a new 64-room hotel at 9 West 26^th St. at the corner of 26^th and Broadway, seeks a hotel loading zone, and

WHEREAS, the Department of Transportation automatically designates loading zones for hotels with more than 99 rooms but requires a Community Board resolution to approve loading zones for hotels with fewer rooms, and

WHEREAS, a recent redesign of Broadway makes it impractical to locate a loading zone on the Broadway side of the Hotel, and

WHEREAS, the block of West 26^th between Avenue of the Americas and Broadway has sufficient width to support a loading zone but is already heavily trafficked and congested, due to the following:

1)      West 26^th bears extra east-bound traffic because West 24^th St. is interrupted by Madison Square Park, and

2)      The intersection of 26^th St. and Broadway sits very close to the intersection of 26^th St. and 5^th Ave., causing traffic to back up, and

3)      The block is a mixed use block, with metered commercial parking during the day, many residents parking at night and many clubs and bars in the area causing a lot of pedestrian and street traffic in the evenings, and

4)      The block suffers significant congestion at night when garbage trucks double-park directly across the street from the Hotel, and

WHEREAS, the Department of Transportation has already granted Loading Zones to at least three smaller hotels in the neighborhood, including:

1)      Hotel Giraffe, 365 Park Avenue South, 72 rooms;

2)      Hotel Mave, 62 Madison Avenue, 72 rooms; and

3)      City Club Hotel, 55 West 44^th Street, 65 rooms.

WHEREAS, having hotel patrons load and unload from double-parked cars and taxis would further exacerbate the existing traffic problems and create a safety hazard, and

WHEREAS, these concerns could be substantially addressed by granting the Hotel a two-space hotel loading zone by the entrance at 9 West 26^th St., and

WHEREAS, the Flatiron Hotel has agreed to monitor the loading zone to ensure proper usage, and

WHEREAS, such a loading zone can be located more than 15 feet from the nearest hydrant, BE IT

RESOLVED, that Community Board Five recommends approval of the request that the New York City Department of Transportation grant a two-space Hotel Loading Zone to the Flatiron Hotel at 9 West 26^th St. on the north side of West 26^th St. directly in front of the hotel entrance at least 15 feet from the nearest hydrant and that the Hotel owners will monitor usage of the Loading Zone to ensure that it is not used other than for pick-up and drop-off of guests at the Hotel.

The above resolution passed with a vote of 33 in favor, 1 opposed, 1 abstaining.

WHEREAS, Central Park was designed as a refuge within the city; its loop drive was intended for uses that integrate seamlessly into the pastoral ambiance of the park (by contrast, the East-West transverses, located several feet below grade, were designed to accommodate vehicular traffic with minimum impact on park users); and

WHEREAS, Private motor vehicles on the loop drive impede the healthy environment, peaceful enjoyment, and use patterns of pedestrians, runners, cyclists, carriages, and pedicabs; and

WHEREAS, The presence of private motor vehicles necessitates traffic management tools that do not necessarily provide for safe, shared use of the loop drive by pedestrians, cyclists, runners, carriages, and pedicabs; and

WHEREAS, Recent measures that restrict the use of private motor vehicles on the loop drive have not resulted in noticeable negative impacts on surrounding streets; and

WHEREAS, Private motor vehicles are still permitted on the loop drive during weekday periods when, outside of weekends, visitors and local residents most use the park (early mornings and early evenings, before and after business hours); and

WHEREAS, More than 100,000 people have signed petitions asking for a car-free Central Park; and

WHEREAS, Serious consideration of any proposal to prohibit private motor vehicle traffic warrants an objective study of duration sufficient to observe adaptive shifts in traffic behavior and their impacts during both low- and high-volume periods of traffic; and

WHEREAS, It is possible that traffic directed from the loop roadway in Central Park will use adjacent thoroughfares (eg, Fifth Avenue, Madison Avenue, 59^th Street, etc.); therefore, be it

RESOLVED, That the New York City Department of Transportation, in conjunction with the Department of Parks and Recreation, prohibit on a trial basis the use of private motor vehicles on the loop drive of Central Park (including taxis, but excepting vehicles necessary for park maintenance, concessions, and emergencies) in order to allow for car-free enjoyment of the park during the summer months through Labor Day 2011; and be it further

RESOLVED, That while the loop drive of Central Park is free of private motor vehicles, the New York City Department of Transportation perform a controlled traffic study and, if necessary, extend the prohibition beyond Labor Day 2011 for a length of time sufficient to accurately measure and assess the potential impact of permanent prohibition of private motor vehicles on the loop drive of Central Park; and be it further

RESOLVED, That while the loop drive of Central Park is free of private motor vehicles, the Central Park Conservancy and the Department of Parks and Recreation study and begin to implement measures that enhance safety and optimize shared use of the loop drive by pedestrians, runners, cyclists, carriages, and pedicabs in the absence of private motor vehicles; and be it further

RESOLVED, That the DOT monitor air quality at the corners of Fifth Avenue and 59^th Street; Seventh Avenue and 59^th Street; Madison Avenue and 59^th Street; and Eighth Avenue and 59^th Street; and be it further

RESOLVED, That both the controlled traffic study and air quality study present clear statistics measuring conditions relating to vehicular volume and air quality, respectively, both prior to and during the trial period; and be it further

RESOLVED, That Community Board Five recommends denial of the proposal to DOT to establish a two month trial period for a motor vehicle-free Central Park beginning the weekend of July 4^th 2011 unless the DOT agrees to present the results of both of the above-mentioned studies to CB5 as soon as is practical in order to allow CB5 the opportunity to comment and vote upon the feasibility of any future limitations on the use of Central Park by motor vehicle.

The above resolution passed with a vote of 21 in favor, 15 opposed, 1 abstaining.

WHEREAS, The process for obtaining a parking permit from the New York City Department of Transportation ("DOT") takes up to one year with no provision in place for issuing a temporary permit to handicapped persons in need of immediate accommodation; and 

WHEREAS, Parking permits issued by the New York State Department of Transportation are not valid for use by handicapped persons within the City of New York; and

WHEREAS, DOT is responsible for issuance of permits for use by handicapped persons for on-street parking within the City of New York, with input from and assistance of the New York City Department of Health and Mental Hygiene ("DHMH"); and

WHEREAS, The process for obtaining a City-issued permit is cumbersome and wasteful in that the City requires both a certification of disability by the handicapped person's physician and a separate medical examination, by a City-paid doctor, prior to issuance of a permit (in contrast, a State-issued permit requires solely a certified statement by the handicapped person's physician); and

WHEREAS, The time involved in obtaining a City-issued permit is unreasonably long in that the initial processing time is frequently as long as four (4) months which - when added to the time required to schedule the examination with the City's doctor, plus the additional post-examination time to obtain the actual permit - can be six (6) months or longer (in contrast, a State-issued permit is generally issued within one (1) to three (3) weeks from submission of an application); and

WHEREAS, In accordance with DOT regulations, handicapped parking permits are issued only to those persons who "require the use of a private vehicle for transportation" and who "have a severe, permanent disability that impairs mobility as certified by [their] personal physician"; and

WHEREAS, The failure of DOT and DHMH to issue permits for six (6) months or longer results in severe hardship to severely disabled persons; and

WHEREAS, The imposition by DOT and DHMH of the requirement for an additional medical examination by a City-paid physician results in increased delays and hardship upon severely disabled persons, the unnecessary additional costs of which are borne by the City's taxpayers; and

WHEREAS, DHMH is charged by the New York City Charter to set parameters for the certification of disabilities, and DHMH has elected to require the duplicative, time-consuming, cumbersome and wasteful process described above; and

WHEREAS, DHMH has informed this Board that there is "no legal requirement that an applicant for a [handicap permit] obtain a certified statement from [his or her] own physician," yet the handicap permit application published by the City on DOT's website states that an applicant "must have a severe, permanent disability that impairs mobility as certified by [the applicant's] personal physician..."; and

WHEREAS, Repeated questions and requests for information to DOT and DHMH regarding the handicap permit application process have not been answered; and

WHEREAS, The needs of severely disabled persons who require private vehicle transportation are not being met by the process and procedures currently imposed by DOT; therefore, be it

RESOLVED, That Community Board Five recommends that not later than one (1) week from receipt of a completed application containing a certified statement of disability by the applicant's personal physician, the Department of Transportation and the Department of Health and Mental Hygiene issue a temporary handicap parking permit, which permit may be subject to rescission upon a finding by DHMH's physician, following subsequent examination, that the certified statement of disability by the applicant's personal physician was false or materially incorrect; and, be it further

RESOLVED, That Community Board Five recommends that the Department of Transportation and the Department of Health and Mental Hygiene revise their processes and procedures for the issuance of handicapped parking permits by: (i) eliminating the requirement for an additional, separate medical examination by a City-paid physician, and (ii) processing all applications in order to assure that those applicants that are found to satisfy the requirements for such permits are issued the permits within the same - and not longer than - fixed period of time from receipt of a completed application (which time period shall be shorter than the term of the temporary permit issued to such applicants).

The above resolution passed with a vote of 35 in favor, 0 opposed, 1 abstaining.

WHEREAS, Pier 1 Imports ("Pier 1") is a retail establishment having a place of business at 71 Fifth Avenue on the southeast corner of Fifth Avenue and 15^th Street; and 

WHEREAS, Pier 1 has a service entrance for deliveries located on the east side of the store and the south side of 15^th Street; and

WHEREAS, Current signage at the location of the service entrance indicates "No Standing except Commercial Vehicles Metered Parking 7 AM to 7 PM Monday to Friday"; and

WHEREAS, Due to the nature of its business as well as DOT requirements, delivery trucks for Pier 1 typically arrive at 9 PM and can take several hours to unload; and

WHEREAS, Pier 1 has submitted an application to the New York City Department of Transportation (DOT) requesting a change in signage to allow its delivery trucks easier access to its service entrance for two hours from 9 PM to 11 PM Monday to Friday; and

WHEREAS, Such a change will not exclude other retail establishments in the immediate vicinity - e.g., a restaurant across the street - from using the curb for their respective delivery trucks; and

WHEREAS, Such a change will allow Pier 1 and other delivery trucks to offload their merchandise with greater ease and efficiency due to restrictions on the use of the curb by non-commercial vehicles, thereby resulting in less standing time at the location, which in turn can only mitigate traffic congestion and improve traffic safety on East 15^th Street between Broadway and Fifth Avenue; and

WHEREAS, By reducing the length of time required for such delivery trucks to load and unload, the total amount of noise generated (already relatively minor) which might diminish the 'quality of life' for nearby residents will be minimized; therefore, be it

RESOLVED, Community Board Five recommends approval of the application by Pier 1 to the DOT and supports the corresponding required change in existing signage by the DOT at the location in question. 

The above resolution passed with a vote of 33 in favor, 1 opposed, 1 abstaining.

WHEREAS, Tripper Bus Service (the "Applicant") is a private bus company operating a chartered bus service between New York City and the Washington, DC metropolitan area; and

WHEREAS, The company's current bus stop at the corner of 34^th Street and Seventh Avenue will be displaced temporarily in connection with upcoming construction at Madison Square Garden; and

WHEREAS, The Applicant has applied to the New York City Department of Transportation (DOT) for a temporary bus stop at the southeast corner of 30^th Street and Eighth Avenue for the duration of construction at Madison Square Garden, given this new location's reasonable proximity to Penn Station; and

WHEREAS, The District Office of Community Board Five received several e-mails from community residents in opposition to this request; and

WHEREAS, At the May 23, 2011 Transportation and Environment Committee meeting, members of the public who were present spoke unanimously in opposition to the temporary location requested by the Applicant, citing significant existing vehicular and pedestrian congestion in the area, a percentage of which might be in connection with the existing Vamoose Bus stop at 30^th Street and Eighth Avenue; and 

WHEREAS, Given information provided by the DOT that as of April 2011, there already are 137 bus stops in Manhattan for private or chartered bus companies, of which 58 alone are located within the Community Board Five district, it would appear that approval of the creation of any new bus stops for private bus services can only exacerbate existing vehicular and pedestrian congestion in the Community Board Five district; and

WHEREAS, Community Board Five has, on numerous occasions, requested that the DOT initiate a study for a comprehensive surface transportation plan that would examine potential adverse impacts in connection with private bus companies operating in the district; therefore, be it

RESOLVED, That Community Board Five recommends denial of the application to the DOT by the Applicant for the creation of a new private bus stop on the corner of 30^th Street and Eighth Avenue. 

The above resolution passed with a vote of 36 in favor, 0 opposed, 1 abstaining.

In September 2010, Vikki Barbero, Chair of Manhattan Community Board Five, established a five-member task force to examine the potential impacts of the New York City Department of Transportation's (DOT) proposed 34^th Street Transitway. The 34th Street Transitway project proposes to create a set of fully protected bus lanes from the FDR Drive to 12th Avenue, as well pedestrian crossing islands and sidewalk expansions to address pedestrian safety needs. Task force members were drawn from CB5's Transportation and Environment Committee.  With Nancy Goshow as chair, the team includes Joe Ferrara, Michael Keane, Joel Maxman, and Brendan O'Malley.   

Over the foregoing months, the CB5 task force has participated in several DOT proposal presentations; outreach meetings; and public forums.  Members also met with Manhattan Borough Commissioner Margaret Forgione and the 34^th Street Transitway project team to present our list of concerns.  These concerns are divided into six (6) substantive areas of analysis:

§     Property owners

§     Business owners

§     Residents

§     Pedestrians

§     Existing public transit and infrastructure

§     Vehicular traffic in and around the 34^th Street corridor.

These six (6) areas of analysis each contain all or a portion of the following 17 critical issues:

At a November 22, 2010, the CB5 Transitway Task Force held a public forum to present the list of critical issues as well as gather additional input from District Five stakeholders, including property and business owners; and residents. 

The following section discusses in greater detail the critical issues identified by CB5 34^th Street Transitway Task Force. It should be noted here that these recommendations are a "work in progress"; some issues will require further analysis.

Pedestrian Safety and Mobility

DOT should examine pedestrian safety issues related to the various lane configurations proposed.  For example, how does opting for a median-aligned busway instead of a side-aligned busway impact pedestrian safety given that the former requires pedestrians to cross the street to reach boarding points, and alighting passengers to the street to reach the sidewalk.

Access and accommodations for the elderly and/or physically challenged

All buses and stations must be designed to be ADA compliant.  At-grade boarding and alighting should be implemented at all stations. Also, the final design must provide for bus driver visibility of waiting passengers; safe and secure transit stop waiting pads; adequate and strategically located curb cuts; sufficient drainage; and easy sidewalk maintenance at bus stations. 

Air and Noise Impact

Air and noise pollution should be alleviated by requiring all buses permitted to use the Transitway to be clean air hybrid type buses with significantly reduced carbon emissions and reduced noise engines.

Tour, Commuter, Jitney Buses

The plan must also include a master plan that demonstrates sufficient accommodations for tour, commuter and jitney buses.  Existing stops and boarding/alighting areas for private bus companies along or in close proximity to 34^th street should be identified on a map to show areas where there is the potential for higher pedestrian volume along sidewalks and at crossing points. 

Emergency Vehicle Access and Mobility

Consideration should be given to Emergency vehicle access and mobility. The DOT should examine how the proposed lane re-configuration might impact emergency vehicles.

Building Access and Quality of Life

Review on impacts to building access and quality of life reveal problems that could be created by the proposed 34^th Street Transitway.  This is an underlying theme throughout all components of the project.

Economic Development

DOT should analyze closely potential economic development impacts associated with the proposed 34^th Street Transitway project. Changes in traffic patterns carry with it a potential impact on the nearby businesses. For example, a convenience store located on the side of the proposed bus lane might enjoy an increase in pedestrian traffic, while a competitor located on the opposite side might suffer from a decline in foot traffic.  Moreover, the impact on non-ground-floor commercial activity will likely require higher operating costs and inconvenience based on restricted access.  Some businesses will suffer from higher delivery or servicing costs based on locations that do not offer ready curb-side access from 34^th Street.  There will also be isolated instances in which non-ground-floor businesses serve customers with special-access needs, and mitigation under such circumstances may only be achieved through relocation.  Community Board Five urges that these businesses be identified through the community outreach process to understand the scope of relocation assistance that might be necessary.

Such impacts should be analyzed by size of operation, type of establishment, and customer base. We thus request that a full economic impact study be conducted to measure the likely impact on the retail trade.  We request that the economic impact study consider the changes in pedestrian traffic flow quantity and quality by block (north and south sides), and mapping of each of the existing retail establishments by size and type of retail activity (e.g., food, convenience, clothing, pharmacy, etc.).  We believe that different variables will drive the overall increase or decrease in retail activity for each type of store depending on where they are located relative to changes in pedestrian traffic flow. 

The environmental impact study needs to fully engage an economic analysis that segments the retail trade by type of establishment and traffic flow.  The CEQR guidelines are too generic, consider impact in the aggregate, and do not look at the type of retail that will flourish or diminish under the new pedestrian traffic flow.  Community Board Five would like to see real input from the retail community and from retail experts as part of a robust economic impact study.  Regarding non-ground-floor uses, Community Board Five urges that all businesses dependent on special access be identified and that a mechanism be created to mitigate negative impacts on a case-by-case basis.  Many of the negative impacts for non-retail can be mitigated through planning and possible limited relocation, however, the lack of planning and analysis with regard to the impact on retail trade is of high concern.  Targeted outreach to retailers by segment must be undertaken and studied.

Vehicular and Bicycle Traffic

CB5 agrees with DOT that a comprehensive traffic study must be undertaken. DOT has suggested a three-part traffic analysis that would include:

§    Local detailed simulation for 34^th Street and the nearby street network (14^th to 59^th Streets, river to river), including how the 34^th Street truck route would be diverted;

§    Citywide analysis such as diversions from the George Washington and the Verrazano Narrows Bridges;

§    Regional traffic impacts including mode shifts.

CB5 would like to see an expanded and more comprehensive DOT traffic study that would include the following:

§    An enlarged study area to include 60^th Street, river to river, including the 59^th Street Bridge, the Lincoln Tunnel and Queens Midtown Tunnel

§    Analysis of both peak and off-peak times during all seasons of the year

§    The impact of the bike lanes being implemented by DOT on every street in the enlarged study area and a thorough analysis of existing and future bike traffic safety rules, regulations and enforcement

§    Safety and protection of students arriving and departing from schools located in the study area and the potential impacts of traffic diverted from 34^th Street on their safety.  This is especially important in light of certain high accident areas such as Park and 32^nd Street just outside of Norman Thomas High School.

Conclusion

Community Board Five applauds the Department of Transportation's extensive community outreach efforts in association with the proposed 34^th Street Transitway project. We are confident that such inclusive community-based planning will result in a transitway system that benefits the District's residents, business-owners and visitors alike. Looking forward, we welcome further collaboration with the DOT Transitway project team to address the concerns and recommendations raised herein, and are committed to maintaining a healthy partnership as we fulfill our respective civic duties.                                   

WHEREAS, Big Taxi Transportation Service operates a private commuter bus service from Northern New Jersey to New York during the morning "rush hour" period and from New York to Northern New Jersey during the afternoon "rush hour" period; and

WHEREAS, Big Taxi has a fleet of 30 diesel-engine buses that can each accommodate approximately 25 passengers; and

WHEREAS, Because Big Taxi was denied a pick-up/drop-off location at the Port Authority due to lack of available space, the Bus Stop Management Division of the New York City Department of Transportation (DOT) responded to an application by Big Taxi and assigned the company a single location for drop-offs only during the morning commute and pick-ups only during the afternoon commute on the north side of 37^th Street between Seventh Avenue and Eighth Avenue (near the corner of Seventh Avenue); and

WHEREAS, This DOT-assigned location is approximately 95 feet in length and can accommodate at most two buses at one time; and

WHEREAS, All of Big Taxi's buses are inspected twice per year for compliance with both safety and emission standards; and

WHEREAS, Both the location of the Big Taxi bus stop and the relatively low fare Big Taxi charges - at maximum, $4.00 for a one-way ride - are targeted for commuters to the Midtown West area who are on a tight budget, such as Garment Center workers; and

WHEREAS, Big Taxi has agreed to provide personnel at the bus stop in order to ensure orderly waiting lines and vehicle boarding and off-loading, as well as trash receptacles in order to maintain a litter-free zone; and

WHEREAS, DOT has agreed to monitor the bus stop to ensure that it is maintained in the orderly manner described above, that no more than two buses occupy the stop at any one time, and that buses are not idling for any longer than three minutes; and

WHEREAS, DOT has further agreed to issue an evaluation report to Community Board Five based on its findings after one full year of bus stop operation by Big Taxi; therefore, be it

RESOLVED, Community Board Five supports the establishment of a bus stop for Big Taxi Transportation Services at the location designated by the DOT on the north side of 37^th Street between Seventh Avenue and Eighth Avenue, provided that:

1.      The report issued by the DOT concludes that Big Taxi Transportation Service is in compliance with the stipulations for orderly operation of the bus stop, predicated on the requirements of Bus Stop Management Division and the recommendations of this community board; and

2.      DOT makes progress in working with the Port Authority to develop a feasible strategy for coordinating public and private bus routes and stops as part of the DOT overall surface transportation plan for Manhattan's CBD previously proposed by Community Board Five. 

The above resolution passed with a vote of 31 in favor, 0 opposed, 1 abstaining.

WHEREAS, Broadway disrupts the street grid, creating complicated intersections; and

WHEREAS, At Herald Square, Broadway competes for green signal time with Sixth Avenue and 34th Street, creating significant delays on both thoroughfares; and

WHEREAS, At the intersection of Broadway and Seventh Avenue at Times Square, extra-wide crossings require long red lights while pedestrians clear intersections, thereby causing traffic delays; and

WHEREAS, Traffic makes it nearly impossible for emergency vehicles to get through Times and Herald Squares; and

WHEREAS, Over 356,000 pedestrians walk through Times Square daily and, although there are 4.5 times as many people as there are vehicles, only 11% of the space currently is allocated to pedestrians; and

WHEREAS, Broadway had one of Manhattan's worst safety records from 1998 to 2007, and Broadway at Times Square averages 137% more pedestrian accidents than at other avenues in the area; and

WHEREAS, Targeted traffic improvements of this pilot program will maximize throughput and reduce congestion on the avenues by increasing signal time; and

WHEREAS, Targeted improvements to Herald Square and Times Square will reduce pedestrian accidents on Broadway by expanding the space available for pedestrians; and

WHERAS, A fire lane will be maintained at all times down Broadway in this pilot program, thereby improving emergency response times; and

WHEREAS, Over three acres of new open space will be added to midtown Manhattan in this pilot program, with greenery added at 24 locations; and

WHEREAS, The DOT will utilize in-house staff and resources to complete this project this year quickly, efficiently, and inexpensively at an estimated cost of $1.5 million; therefore be it

RESOLVED, That Community Board 5 approves the DOT "Green Light for Midtown" Pilot Program because of the improvements it is expected to deliver to midtown Manhattan in terms of upgraded streetscapes, reduced traffic congestion and more room for pedestrians, but with the understanding that all of the following concerns and issues are to be addressed by the DOT in implementing and continuing this program:

The above resolution passed with a vote of 28 in favor, 7 opposed, 2 abstaining.

WHEREAS, The block bounded by Fifth Avenue and Avenue of the Americas and West 56th and West 57th Streets, although in a mostly commercial and business district, contains a number of residential buildings; and

WHEREAS, There are presently no locations at the westerly end of said block where automobiles are permitted to stand for purposes of loading and unloading packages and dropping off or picking up passengers; and

WHEREAS, Such an area is desired by the residents of said block to allow for safe and convenient access to their homes; and

WHEREAS, It would be impractical to permit standing on the West 57th Street or Avenue of the Americas sides of the block due to New York City Transit bus stops and the substantial traffic flow on those avenues; and

WHEREAS, Members of the public have requested that the New York City Department of Transportation review the no-parking and no-standing regulations that currently affect the northern side of West 56th Street, between Fifth Avenue and Avenue of the Americas, in order to determine whether such regulations could be modified to permit parking and/or standing of passenger vehicles during certain hours or on certain days; therefore, be it

RESOLVED, That Community Board Five recommends approval of the request that the New York City Department of Transportation review the parking and standing regulations on West 56th Street, between Fifth Avenue and Avenue of the Americas.

WHEREAS, It has been observed that limousine vehicles are being parked or idled on many streets throughout midtown Manhattan, particularly on the streets between 59th and 56th Streets from 8th Avenue to Lexington Avenue; and

WHEREAS, Many of these limousine vehicles are parked illegally inasmuch as they are occupying zones during the hours of 4 p.m. to 7 p.m. on weekdays that are designated as No Standing during these hours; and

WHEREAS, Such parking, in addition to being a violation, impedes traffic exiting the Central Business District of Manhattan during the evening 'rush hours'; and

WHEREAS, There are several other locations throughout midtown Manhattan where such violations are being observed to occur on a regular basis; therefore be it

RESOLVED, That Community Board 5 recommends more consistent and rigorous enforcement of these parking violations and calls on:

• the New York City Department of Transportation to review the effectiveness of current parking regulations as they pertain to limousine vehicles and to consider a fare-paying approach for legal limousine parking in various locations throughout the midtown area;
• the New York City Taxi and Limousine Commission (TLC) to increase both its enforcement staff and the level of fines for citations that its enforcement agents may issue to violators; and
• the NYPD, particularly the Midtown North Precinct, to assist and support the TLC in carrying out its enforcement of parking violations by limousine vehicles throughout midtown Manhattan.

The above resolution passed with a vote of 27 in favor, 0 opposed, 1 abstaining.

WHEREAS, From Madison Avenue to Lexington Avenue between 23rd Street and 33rd Street, there currently is a significant amount of side street parking available for commercial vehicles and many, if not most, buildings on Park Avenue South have freight entrances on these side streets; and

WHEREAS, There is an increasing number of destination retailers and restaurants on or just off Park Avenue South between 23rd Street and 33rd Street; and

WHEREAS, There are only a limited number of garages from Madison Avenue to Lexington Avenue between 23rd Street and 33rd Street; and

WHEREAS, There currently is no metered parking for non-commercial vehicles on Park Avenue South from 23rd Street to 33rd Street; therefore be it

RESOLVED, Community Board Five recommends that the Department of Transportation evaluate current commercial vs. non-commercial parking regulations on Park Avenue South from 23rd Street to 33rd Street to determine the feasibility and practicality of 2-hour metered parking for non-commercial vehicles in this area. 

WHEREAS, Turning restrictions on Park Avenue South between 23rd Street and 33rd Street have been observed to create confusion and congestion:

• Vehicles heading north on Park Avenue South can make a left turn only at 27th Street and 35th Street to access the retailers and restaurants in this area, as left turns are not permitted at 23rd Street, 25th Street, 29th Street, 31st Street, 33rd Street and 34th Street;
• There are barriers on Park Avenue South preventing pass-through on 33rd Street heading west, just below the northbound entrance to the Park Avenue Tunnel at its south end;
• There are no barriers to prevent pass-through on 40th Street, just above the southbound entrance to the Park Avenue Tunnel at its north end; and

WHEREAS, There is an increasing need for non-commercial vehicles to have accessibility to the growing number of retailers and restaurants in this vicinity; therefore be it

RESOLVED, Community Board Five recommends that the Department of Transportation evaluate whether the lack of left turn options on the northbound route of Park Avenue South is causing vehicular congestion and determine the appropriateness and practicality of providing additional left turns - specifically at 25th Street, 29th Street and 31st Street - while paying particular attention to the issue of pedestrian safety in considering any increase in the number of left turn options.

WHEREAS, 400 Fifth Avenue Realty, LLC, has received approval to develop the property located on the northwest corner of Fifth Avenue and 36th Street as a hotel and residential condominium; and

WHEREAS, The project already is under construction, with completion expected in the spring of 2010; and

WHEREAS, The project will consist of a luxury 59-story mixed-use building, comprised of 190 residential units, a hotel with 214 keys, and a restaurant; and

WHEREAS, The entrance to the residential tower will be on the north side of 36th Street between Fifth and Sixth Avenues; and

WHEREAS, Although the entrance to the hotel will be on Fifth Avenue, because there is a double bus lane in front of the hotel entrance and because by law the hotel is not permitted to have a loading/unloading zone on Fifth Avenue, the developer is requesting that a no-parking zone, reserved for loading and unloading guests who will be entering and exiting the hotel on a regular basis, be therefore located on the north side of West 36th Street between Fifth and Sixth Avenues; and

WHEREAS, This no-parking zone, because it will be in front of the residential entrance, will also be utilized to some extent by the residential tower's tenants; and

WHEREAS, While the official length of the no-parking zone will be 125 feet, its actual usable length will be only 97 feet, sufficient to accommodate up to four cars at one time; and

WHEREAS, This no-parking zone will be monitored by hotel personnel to ensure that it will be utilized only for loading and unloading passengers who are either hotel guests or tower tenants; and

WHEREAS, The no-parking zone will be replacing commercial parking operating from 6 a.m. to 7 p.m. weekdays in four-hour intervals; and

WHEREAS, The purpose of this no-parking zone is to mitigate vehicular congestion on this block that probably would be caused by double- and triple-parked cars in its absence due to the greater volume of traffic produced by the hotel and condominium tower; therefore be it

RESOLVED, That Community Board Five approves the request by 400 Fifth Avenue Realty for a parking regulation change to accommodate a hotel loading and unloading zone on the north side of West 35th Street between Fifth and Sixth Avenues.

WHEREAS, There is currently no street sweeping by the New York Sanitation Department on the south side of 17th Street between Broadway and Fifth Avenue; and

WHEREAS, There is currently street sweeping on the north side of the same block, six days per week, but only for six public, non-commercial parking spaces; and

WHEREAS, The current muni-metered parking schedule, allowing commercial traffic only, for the rest of the same block is Monday-Friday from 8:00 a.m. to 6:00 p.m.; and

WHEREAS, There are several residential and commercial buildings on this short block along with eight restaurants, thereby creating a significant amount of debris; and

WHEREAS, The New York Sanitation Department has indicated that regularly scheduled street sweeping on both sides of this block can be accomplished through a request by CB5 for a scheduling change, including a request to DOT that the muni-metered parking schedule be changed to start at 9:00am so that street sweeping can occur between 8:00am and 9:00am; therefore be it

RESOLVED, That Community Board Five recommends advising the Department of Transportation and the New York Sanitation Department to revise its schedule to address current sanitary conditions on the block and to accommodate current parking regulations by having the muni-metered parking schedule changed to begin at 9:00am and sweeping both sides of the street between 8:00 a.m. and 9:00 a.m. Monday-Saturdays.

The above resolution passed with a vote of 23 in favor, 0 opposed, 1 abstaining.

WHEREAS, The Times Square Alliance, with assistance from the Manhattan Borough President, has proposed a sidewalk lighting project which would add 23 new lighting arms to existing mid-block light poles on both sides of 8th Avenue between West 42nd Street and West 53rd Street; and

WHEREAS, The proposed pedestrian arms will be mounted approximately 14 feet up the poles and extend over the sidewalks; and

WHEREAS, The pedestrian arms and lights are modified versions of the existing “M Poles” and “Flatbush Streetlights” along 8th Avenue so that they will match the style of the existing lights; and

WHEREAS, This combination of arm and pole has been used in other parts of the City and is approved by the Department of Transportation; and

WHEREAS, The Board finds that the proposed plan would be an improvement over the inconsistent and often inadequate sidewalk lighting on 8th Avenue and would like to see the lighting extended to Columbus Circle; therefore be it

RESOLVED, That the Board supports and approves of the Times Square Alliance plan to enhance pedestrian street lighting on 8th Avenue between West 42nd Street and West 53rd Street; and be it further

RESOLVED, That Community Board Five recommends that the Department of Transportation extend this lighting six additional blocks to Columbus Circle.

 
The above resolution passed with a vote of 26 in favor, 0 opposed, 1 abstaining.

WHEREAS, The  NYC Department of Transportation has proposed a new vehicular and pedestrian circulation plan for Broadway and Fifth Avenues between West 25th Street and East 22nd Streets; and

WHEREAS, The existing traffic patterns are illogical and confusing so that it is very difficult for drivers coming down Broadway and Fifth Avenues to continue on those streets; and

WHEREAS, Pedestrians are faced with numerous obstacles, confusing signals and are forced to cross great distances to navigate the streets so that they are essentially discouraged from traveling through this area; and

WHEREAS, The Broadway bicycle lane simply stops just north of this area and begins again south of the area; and

WHEREAS, The existing traffic patterns create dangerous conditions for pedestrians and bicyclists and forces drivers, including bus drivers, to take extra turns and stop for more traffic signals; and

WHEREAS, The Department of Transportation has proposed a new circulation plan which will simplify the traffic patterns by making it easy for vehicles traveling down Fifth Avenue to remain on Fifth Avenue and for vehicles traveling down Broadway to remain on Broadway; and

WHEREAS, The proposed plan will create new safe bicycle route connections through the area; and

WHEREAS, The proposed plan would greatly increase the amount of “safe” pedestrian areas north and south of 23rd Street in the middle of the present intersection as well as along Madison Square Park and at the intersection of Broadway and West 24th Street; and

WHEREAS, The proposed plan makes a number of pedestrian crossings, some presently illegal, safer and more logical in that they more closely resemble the routes pedestrians would expect to take; and

WHEREAS, Community Board Five is concerned that there is no way for pedestrians to cross Broadway and Fifth Avenues from West 24th Street or to exit the north end of the island at this intersection and that this encourages jaywalking and creates dangerous conditions; and

WHEREAS, The Department of Transportation will install “hard landscaping’ features to discourage pedestrians from jaywalking in this area; and

WHEREAS, The Flatiron/23rd Street Partnership BID has agreed to work with DOT to provide materials and maintain the hard landscaping and would like to work with the Board on the design and use of the new pedestrian space in the area; and

WHEREAS, The new traffic and pedestrian changes can be further modified because the present plan does not involve changing curbs or other major infrastructure in the area:  therefore be it

RESOLVED, That Community Board Five approves the Department of Transportation Madison Square Pedestrian Project as presented to the Board and expects DOT to continue to remain open to future modifications of the plan as future pedestrian and vehicular patterns develop in the area and that a final plan will be presented to the Board before any permanent curbs or sidewalks are installed in the area.

WHEREAS, The owner and developer of an 124 bed Indigo Hotel presently under construction at 127-129th West 28th Street between Sixth and Seventh Avenues have requested a two-car loading and unloading zone be created in front of the property; and

WHEREAS, The Department of Transportation policy is to grant such requests for hotels with more than 100 rooms; and

WHEREAS, The Indigo Hotel at this location will be a full-service hotel and will require frequent taxi and other vehicle service that would create added congestion through double parking if there were no loading and unloading zone: and

WHEREAS, This is an extremely congested area during business hours; therefore be it

RESOLVED, That Community Board Five recommends that the Department of Transportation establish a hotel loading and unloading zone at 127-129 West 28th Street.

The above resolution passed by a vote of 25 in favor, 0 opposed, 1 abstaining.

WHEREAS, The owner of an apartment building at 9 West 31st has requested that the Department of Transportation extend a current No Standing Zone, which covers 48 feet of the property frontage, for an additional 107 feet, to cover the entire property curb frontage; and

WHEREAS, The existing signage in this portion of the north side of West 31st is confusing as there is no clear indication what the existing parking regulations are for this portion of the street; and

WHEREAS, The lack of signage encourages non-commercial vehicles to park in the area while at the same time traffic enforcement officers routinely treat this portion of the block as if it were a part of a No Standing Zone and ticket non-commercial vehicles parked there; and

WHEREAS, West 31st in this area is a major East to West traffic artery and a No Standing Zone is appropriate for the entire block; therefore, be it

RESOLVED, That the Board recommends that the Department of Transportation Extend the existing No Standing Zone to the entire curb frontage of 9 West 31st Street.

WHEREAS, The Wingate by Wyndham Hotel at 235 West 35th Street has requested a hardship waiver so that a No Standing sign may be placed in front of the hotel; and

WHEREAS, The proposed No Standing zone would be 20 linear feet along the curb; and

WHEREAS, The proposed No Standing zone would allow for safe loading and unloading of hotel guests and their luggage and likely reduce the amount of double parking in the area; and

WHEREAS, The Department of Transportation automatically permits a No Standing zone for a hotel in this area if the hotel has at least 100 rooms; and

WHEREAS, The Wingate by Wyndham Hotel has 96 rooms; and

WHEREAS, The No Standing zone would likely improve traffic conditions in the area; therefore be it

RESOLVED, That the Department of Transportation should institute a “No Standing” zone of 20 feet at 235 West 35th Street.

The above resolution recommending approval with a vote of 29 in favor, 0 opposed, 1 abstention.