Brooklyn’s 3rd Ave Bike Lanes Delayed: Business Pushback

Sunset Park’s Safe streets Plan Delayed: Protected Bike Lane on Third Avenue pushed to 2026 Amidst Community Debate

By ARCHYDE News Journalist

May 8, 2024

Residents of Sunset Park, Brooklyn, will have to wait even longer for promised street safety improvements, as teh Department of Transportation (DOT) has delayed the implementation of a protected bike lane on Third avenue until at least 2026. This decision, impacting a predominantly working-class neighborhood, follows meaningful pushback from local business groups who oppose a “road diet” on the notoriously risky thoroughfare.

The delay means no action will be taken in 2025 to address the perilous conditions on Third Avenue, a stretch under the elevated Brooklyn-Queens Expressway (BQE) known for its high traffic volume and accident rate. Jeremy Laufer, District Manager of Community Board 7, shared the DOT’s update from last month at a board meeting in March, stating, “We should not expect to hear from them [DOT] in 2025 and there will be no action, no safety measures added to Third Avenue in 2025.”

The DOT cited the need for “additional outreach” to residents and businesses as the reason for the delay.This rationale has become a familiar pattern under Mayor Adams’ governance, often preceding the scaling back or cancellation of street safety projects in response to vocal, car-centric opposition. Recent examples include the controversies surrounding McGuinness Boulevard, Ashland place, Underhill avenue, Fordham Road, and the Queensboro Bridge pedestrian path.

Laufer expressed skepticism about the DOT’s timeline, saying, “They say that they need to do additional outreach in the community for residents and businesses and other parties, and say they will get back to us in 2026. don’t know if I believe that.”

Julio Peña, chair of Community Board 7, criticized the DOT’s decision, suggesting the agency is succumbing to unsubstantiated fears that lane reductions will negatively impact local businesses. He drew parallels to the contentious McGuinness Boulevard redesign, stating, “We’ve been fighting for this for over a decade, it feels like the city is acquiescing to some of the businesses and the Chamber. It reeks of what happened on McGuinness Boulevard.” He further lamented, “It’s throwing their hands up and waiting for someone to be injured or killed.”

The proposed redesign,endorsed by Community Board 7 more than a year ago,involves reducing Third Avenue from three lanes to two in each direction between Prospect Avenue and 62nd Street. This “road diet” would create space for a parking-protected bike lane and shorter pedestrian crossings. The other options considered by the DOT, but ultimately not chosen, included maintaining three lanes with painted curb extensions or removing a lane while adding painted pedestrian spaces next to the median. Only the third option included a protected bike lane.

The Urgent Need for Safety Improvements

The urgency for safety improvements on Third Avenue is underscored by the alarming number of fatalities. Between 2016 and 2023,DOT data reveals there were 14 fatalities on Third avenue,including four cyclists and four pedestrians. This is more than three times the number compared to nearby Fourth Avenue, which features a protected bike lane design similar to what was proposed for Third Avenue.

third Avenue is frequently enough described as a dividing line, marred by heavy traffic and crumbling infrastructure. Peña described it as, “dark, it’s dangerous, the roads are crumbling, it’s an absolute hot mess.”

Past tragedies on Third Avenue highlight the human cost of inaction:

• 2019: Fernando Trejo, 27, was killed near 52nd Street; Hugo Garcia, 26, was killed near 28th Street; Em Samolewicz, 30, was killed near 35th Street; Brendan Gill, 85, was killed near 39th Street.
• 2020: Clara kang,31,a nurse,was killed near 56th Street.

Community Opposition and Counterarguments

While the DOT asserts its proposal was based on “extensive community outreach,” including workshops,surveys,and online feedback,opposition from certain business groups has been significant. Randy Peers, President and CEO of the Brooklyn Chamber of Commerce, voiced strong objections to the redesign, claiming that the Community Board endorsed the “most disruptive and radical option” without adequate consultation with local businesses and Industry City.

Peers stated, “[we] were upset to learn that the community board voted on the Third Avenue redesign option that was the most disruptive and radical option with little or no consultation or input from the thousands of businesses that are going to be negatively impacted. Their voices will not be silenced or dismissed.”

the Brooklyn Chamber of commerce circulated its own web survey,posing questions that critics argue were leading and biased. For example, one question asked, “How important is a protected bike lane on Third avenue, given the existing six-mile long protected bike lane on Fourth Avenue and bike lane on Fifth Avenue?” The survey also framed potential impacts of the road diet in exclusively negative terms, such as “significantly impact loading and unloading operations” and “reduce customer volume due to traffic and lack of parking options.”

Peers claimed that the survey responses indicated opposition to the changes, but declined to release the full results. “The feedback was clear,the road diet was not welcomed and would be very disruptive,” he told Streetsblog. “Why the community board immediately defaulted to the road diet plan is unclear, and the vote was a big disregard to the generational businesses that have been part of Sunset Park longer than most of the board members themselves.”

It’s crucial to consider counterarguments to the business groups’ claims. Studies of similar road diets in other parts of the city have demonstrated a significant reduction in traffic accidents and fatalities.According to DOT data, lane removals have reduced the number of people killed and seriously injured by approximately 30 percent on average.

political Considerations and Future Outlook

Council Member Alexa Avilés acknowledged local enthusiasm for redesigning Third Avenue but stopped short of explicitly urging the DOT to proceed with the road diet. “As the proposal for a redesign was first put on the table, multiple stakeholders have expressed interest and excitement around redesigning a critical transportation corridor in our community,” Avilés said in a statement. “My office will continue to ensure that all stakeholders are appropriately consulted.”

Mayor Adams,who recently faced scrutiny regarding bribery allegations,has been criticized for his administration’s handling of street safety initiatives. His decision to halt the Queensboro Bridge pedestrian path opening and the underfunding of the open Streets program have further fueled concerns about his commitment to these issues.

A DOT spokesperson, while not denying the delay, stated that the agency would continue to gather “feedback.” The spokesperson also highlighted a separate project on Hamilton Avenue and Third Avenue, which involves adding a two-way bike lane to an expanded sidewalk as part of the Brooklyn waterfront greenway. However,this project,which ends at 29th Street,does not reduce the number of car lanes on Third Avenue.

Anna Correa, a DOT representative, stated, “We continue to collect feedback for this project as we deliver a variety of projects in the area—including the Brooklyn waterfront Greenway grade-separated bike path at Hamilton Avenue and new concrete medians, curb extensions, and signalized crossings along Third Avenue to enhance pedestrian safety and reduce crossing times.”

The Broader Context: Vision Zero and Street Safety in NYC

The delay in implementing the Third Avenue redesign raises questions about the city’s commitment to Vision Zero, a extensive traffic safety initiative aimed at eliminating traffic fatalities and serious injuries. Vision Zero, adopted by New York City in 2014, relies on a combination of engineering, enforcement, and education to create safer streets for all users.

The effectiveness of Vision Zero hinges on data-driven decision-making and a willingness to prioritize safety over other considerations, such as parking availability or traffic flow. When street safety projects are delayed or watered down due to political pressure, it undermines the goals of Vision Zero and perpetuates dangerous conditions.

For residents of Sunset Park, the delay on Third Avenue is a stark reminder of the challenges in achieving meaningful street safety improvements, even in the face of overwhelming evidence of the need for change. The community now faces an uncertain wait, hoping that the next mayoral administration will prioritize the safety of pedestrians and cyclists on this deadly thoroughfare.

Tags: Sunset Park, Bike Lanes, traffic Safety, NYC DOT, Vision Zero

How can city planners better balance the needs of businesses with the urgent need for street safety improvements?

Third Avenue Safety Concerns: An Interview with Transportation Planner,sarah Chen

Archyde News: welcome,Sarah. Thank you for joining us today to discuss the ongoing delays in implementing the protected bike lane on Third Avenue in Sunset Park. As a transportation planner with extensive experience in urban mobility,what’s your initial reaction to these delays?

Sarah Chen: Thanks for having me. It’s certainly disappointing to see the project pushed back. The data is clear: Third Avenue has a meaningful safety problem. Any delay in addressing that, especially given the high number of fatalities and the potential for a protected bike lane, is concerning. The community deserves safer streets sooner rather then later.

Analyzing the Delay: factors and Implications

Archyde News: the primary reason cited for the delay is the need for “additional outreach” to residents and businesses. From your perspective, how can this outreach be best executed to ensure all voices are heard while still prioritizing the critical safety needs?

Sarah Chen: Effective outreach is about more than just ticking boxes. It requires a genuine effort to understand the concerns of all stakeholders. that means not just town halls, but also smaller, targeted meetings with business owners, community groups, and residents. It also means being obvious about the data,the benefits of the proposed changes,and the potential drawbacks.The DOT needs to actively address misinformation and work to build consensus, but not at the expense of safety. Look, sometimes compromise is needed, but not at the expense of human lives.

Community Concerns and Counterarguments

Archyde News: We’ve seen strong opposition from some business groups, primarily around concerns about reduced parking and loading access. How can those concerns be addressed effectively within the context of a road diet that includes a protected bike lane?

Sarah Chen: It’s a balancing act. Protected bike lanes often require a reallocation of space. There are strategies though.This includes consolidating loading zones, optimizing delivery schedules to off-peak hours, and exploring how ride-sharing and alternate transportation can help supplement a drop in the current parking availability. The key is to work collaboratively with businesses to find solutions that minimize disruption while still prioritizing safety and the needs of all road users. research has shown that, in the long run, these types of projects can actually increase foot traffic and support local businesses. This research has been backed by the DOT themselves.

Vision Zero and the Future of Third Avenue

Archyde News: This delay has implications for Vision Zero. How does a project like this, specifically one that addresses the concerning number of fatalities on Third Avenue, align with the city’s commitment to eliminating traffic fatalities and serious injuries?

Sarah Chen: It’s basic. Vision Zero is about creating a safe system. It’s a commitment to reduce risk. Safe streets require a holistic approach, and protected bike lanes are a critical piece of that puzzle. Every day of delay is a day that puts people at risk. The success of Vision Zero hinges on the timely implementation of these kinds of changes,so it’s discouraging to see delays when the goals are so clear.

Looking Ahead

Archyde News: what message would you give to the residents of Sunset Park regarding the future of this project and traffic safety in their neighborhood?

Sarah Chen: The fight for safer streets is a long one, but it’s worth it. Keep advocating for change. Stay informed, participate in the public process, and hold our elected officials accountable. There should be a balance between the needs of the community and the needs of local businesses; the DOT needs to have community engagement.It’s crucial to remember that safer streets benefit everyone,and the ultimate goal is to save lives. This also begs the following questions: How can city planners better balance the needs of businesses with the urgent need for street safety improvements, as is very clearly needed on third Avenue? We want to know your thoughts; please leave comments below.