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Ocean Parkway (Brooklyn)

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Not to be confused with Ocean Avenue (Brooklyn) or Ocean Parkway (Long Island).

Ocean Parkway
Ocean Parkway facing north
Map
Maintained byNew York State Department of Transportation and New York City Department of Transportation
Length4.86 mi (7.82 km)[1]
RestrictionsNo commercial vehicles
LocationBrooklyn, New York
South endSea Breeze Avenue / Surf Avenue in Brighton Beach
Major
junctions		 Belt Parkway in Brighton Beach
North end NY 27 in Kensington
Ocean Parkway
Built1874–76
ArchitectFrederick Law Olmsted; Calvert Vaux
NRHP reference No.83001697[2]
NYCL No.0871
Significant dates
Added to NRHPSeptember 8, 1983
Designated NYCLJanuary 28, 1975

Ocean Parkway is a 4.86-mile-long (7.82 km) boulevard in the west-central portion of the New York City borough of Brooklyn. Designed by Frederick Law Olmsted and Calvert Vaux, it was built between 1874 and 1876. It is maintained by the New York State Department of Transportation (NYSDOT) as New York State Route 908H (NY 908H), an unsigned reference route.[3] Ocean Parkway runs roughly north to south from Machate Circle, at the southwestern corner of Prospect Park, to the Atlantic Ocean waterfront, at Brighton Beach.

In general, Ocean Parkway is 210 feet (64 m) wide and consists of a main roadway, two landscaped medians, and two service roads. The western median contains the United States' first bike lane, which opened in 1894, while the eastern side of the parkway contained a bridle path until the 1970s. Commercial vehicles are banned from Ocean Parkway, and there is limited public transit. Much of the original parkway remains intact, but the section north of Church Avenue was replaced with the Prospect Expressway in the 1950s. The section south of Church Avenue is a New York City scenic landmark and on the National Register of Historic Places.

Olmsted and Vaux designed Ocean Parkway, along with Eastern Parkway, in the 1860s to connect Prospect Park with neighborhoods further afield. The section north of Kings Highway was constructed from 1873 to 1874, while the section south of Kings Highway was constructed in 1876. Over the years, a variety of building styles including single-family homes, mansions, and apartment buildings were developed along the parkway. Ocean Parkway was renovated in the 1980s. Although Ocean Parkway ranked as one of Brooklyn's most dangerous roads by the 21st century, various traffic improvements have been made over the years.

Route description[edit]

Ocean Parkway runs roughly north to south from Prospect Park to Brighton Beach and the Coney Island peninsula.[4][5] Though Ocean Parkway is almost entirely a surface street, the New York State Department of Transportation (NYSDOT) maintains it as a state highway and oversees the design of the parkway's intersections. The New York City Department of Transportation (NYCDOT) is responsible for the maintenance of traffic lights and crosswalks there.[6] The NYSDOT designates the 4.86-mile (7.82 km) section south of Church Avenue as an unsigned reference route, New York State Route 908H (NY 908H).[3]

Ocean Parkway begins at Prospect Park (Machate) Circle at the southwestern entrance of Prospect Park,[7][8] where it intersects with Coney Island Avenue and Fort Hamilton Parkway.[9] Ocean Parkway travels west for about 1,000 feet (300 m) before curving southward;[10] the modern parkway then merges into the Prospect Expressway.[7][8] After the expressway ends at Church Avenue, Ocean Parkway passes through the neighborhoods of Windsor Terrace, Kensington, Midwood, Homecrest, and Sheepshead Bay. The parkway crosses over the Long Island Rail Road's Bay Ridge Branch in Midwood, and it passes underneath the Belt Parkway in Sheepshead Bay.[5] It runs parallel to Ocean Avenue for much of its route.[5][11] Ocean Parkway ends at Surf Avenue in Brighton Beach, close to the Riegelmann Boardwalk and Atlantic Ocean.[1][3]

Design[edit]

The parkway is similar to Eastern Parkway in its layout.[12] It includes a 70-foot-wide (21 m) central roadway, two 20-foot-wide (6.1 m) grassy medians on each side with bike and pedestrian paths, two 25-foot-wide (7.6 m) service roads on the periphery, and two 15-foot-wide (4.6 m) exterior sidewalks, for a total width of 210 feet (64 m).[12][13][14] As designed, there were six rows of trees: two on each median and one on each outer sidewalk.[15][16][17] The Brooklyn Parks Commission initially controlled another 30 feet (9.1 m) outside either outer sidewalk,[13][14] and all buildings on either side of the parkway had to be recessed 30 feet from the sidewalk.[15] A New York Times article from 1980 characterized Ocean Parkway as "New York City's closest equivalent to a strictly residential boulevard in the European style".[18] The parkway's roads were originally paved with gravel and had stone curbs and gutters.[16][17] By the late 20th century, the roadbeds and sidewalks had been rebuilt in concrete.[19]

Medians[edit]

High-rise buildings on Ocean Parkway

As part of the 1869 legislation that created the parkway, the medians could only be used for trees, plazas, and other ornamentation.[14] As such, playing tables and benches line the pedestrian path and boulevard.[8][13][19] There are also elm, oak, maple, and sycamore trees along the medians and outer sidewalks, interspersed with some gingko trees.[19][8] Residents along the parkway tend to use the medians as gathering spaces.[20] At intervals of every 0.5 miles (800 m), there were formerly engraved milestones.[8][21] Only one of the original 11 milestones remains: the 3-mile marker between Quentin Road and Avenue P.[22]

A bike lane is located on the western median.[23] Originally, the bike path was 14 feet (4.3 m) wide and was paved with blue stone.[24] The original bike path was repaved in concrete by the 20th century.[25] At each intersection, the bike path originally used wooden crosswalks, which were replaced with stone crosswalks in 1895.[26] A pipe-rail fence was added next to the bike lane as part of a renovation in the late 1970s.[27]

A bridle path formerly existed on the eastern side of Ocean Parkway. Equestrians could rent horses near Prospect Park and ride them as far as Coney Island.[19][28] In the parkway's early years, horse and sleigh racing took place on the bridle paths.[29] There were also horse stables near the northern end of the parkway in Kensington.[30] Both the Gravesend Race Track and Brighton Beach Race Course were adjacent to Ocean Parkway, and horse racing took place there as well.[31][32] In 1908[8][29] or 1910, a ban on open betting took effect, and horse races stopped at all of these facilities.[28] By the mid-20th century, horseback riding in Brooklyn was in decline as people switched to automobiles, and equestrian activities became more of a hobby.[33] These paths were removed in 1978.[28] The nearby Kensington Stables remain in operation,[33][34] while another stable at Avenue S and Coney Island Avenue was removed.[28]

Southern end[edit]

At the southern end, facing the Atlantic Ocean, there was originally a concourse,[16][35] which traveled around 0.5 miles (0.80 km) along Coney Island Beach.[36][37] The concourse extended 1,400 feet (430 m) west to the Prospect Park and Coney Island Railroad terminal and 1,400 feet east to Engleman's Oceanic House.[38] As built, it included a roadway measuring 75 feet (23 m) wide and a walkway 25 feet (7.6 m) wide, with a breakwater sloping down to the ocean.[38][39] The concourse also had two large bathing shelters,[37][38] which were cited as measuring 75 by 25 feet (22.9 by 7.6 m) wide.[39] By 1922, the Riegelmann Boardwalk had been built at Ocean Parkway's southern terminus.[40]

Traffic and safety[edit]

Commercial vehicles are banned from Ocean Parkway.[41] By the late 1990s, the parkway was used by 42,040 vehicles a day, traveling at an average speed of 35 miles per hour (56 km/h).[42] Since 2015, the parkway has had a speed limit of 25 miles per hour (40 km/h).[43][44]

Ocean Parkway has long been one of Brooklyn's most dangerous streets. Between 1988 and April 1994, thirty-one people had been killed in vehicular incidents on the parkway, more than any other street in the city except for Grand Concourse and Queens Boulevard.[45] By the 2010s, the advocacy group Transportation Alternatives had ranked Ocean Parkway as Brooklyn's most dangerous road. According to the group, six pedestrians had been killed on the parkway from 2009 to 2011.[46][47] Overall, 64 people were injured or killed on the parkway from 2009 to 2013.[48] The intersection with Church Avenue was among the city's most dangerous, and five people had been killed there from 2007 to 2011.[49]

Because of the high number of traffic incidents on Ocean Parkway, the parkway is designated as a Vision Zero traffic safety "priority corridor".[50] After traffic speed cameras were added in 2015, vehicular crashes on the parkway decreased by 16%, while pedestrian injuries were reduced by 23%.[43]

Transportation[edit]

The Ocean Parkway subway station
The Ocean Parkway subway station

The New York City Subway's BMT Brighton Line (Q train) serves the Ocean Parkway station in Brighton Beach.[51] The Ocean Parkway station is situated on a masonry viaduct, with three groin vaults spanning the parkway and colorful ceramic tiles on its facades.[52] The B1, B4 and B36 travel on the parkway in Sheepshead Bay, and the B9 travels on the parkway for one block in Midwood.[53]

History[edit]

Development[edit]

Planning[edit]

Frederick Law Olmsted and Calvert Vaux, who were also responsible for designing Central Park and Prospect Park, suggested the construction of Eastern Parkway and Ocean Parkway to Brooklyn park commissioners in reports prepared in 1866. The proposed Ocean and Eastern parkways would connect Prospect Park with Coney Island and East New York, respectively. Their plan for the parkways were inspired by boulevards such as Under den Linden in Berlin and Avenue Foch in Paris. However, Ocean and Eastern Parkways were considered to be improvements over these two thoroughfares, since both would contain service roads separated from the main road by tree-lined medians.[13][54] Because the road to Coney Island would reach the ocean, it was called Ocean Parkway,[14] although it was initially more commonly known as Coney Island Boulevard.[55] Vaux and Olmsted wrote in 1866 that they wanted the parkway to be "of a picturesque character [...] neither very straight nor very level, and should be bordered by a small belt of trees and shrubbery".[56] Though additional parkways were planned throughout Brooklyn, Ocean and Eastern parkways were the only two parkways to be built.[4] The National Park Service cites Ocean Parkway as the first parkway to be planned in the U.S. (though Eastern Parkway was the first constructed).[57]

On May 11, 1869, the New York State Legislature authorized the City of Brooklyn's commissioners to develop a highway or avenue from Prospect Park toward Coney Island.[13][14][55] The legislation originally called for a 3-mile-long (4.8 km) road, measuring 210 feet (64 m) wide.[15] The width of the parkway was composed of a 70-foot (21 m) main road, two 30-foot (9.1 m) medians with trees and grass; two 25-foot (7.6 m) service roads; and two 15-foot (4.6 m) outer sidewalks.[15][16] Each building on the parkway was required to be recessed at least 30 feet (9.1 m) from the sidewalk.[15] To fund the parkway's construction, a tax assessment was imposed on all properties within 1,050 feet (320 m) of the boulevard.[13][58] The parkway's southern terminus was originally planned to be located at Kings Highway. At the time, the Prospect Park Fair Ground Association (PPFGA) operated a racecourse along the proposed route of the parkway,[59] namely the Gravesend Race Track between Kings Highway and Avenue U.[60] The association had convinced legislators to prevent the parkway's extension through the racetrack.[59]

The Brooklyn city government also appointed a group of commissioners to seize property through eminent domain and determine how much to compensate each landowner. The commissioners had finished calculating the compensation by February 1871.[61][62] A state judge confirmed the commissioners' calculation that December, ruling that landowners be paid $252,788.[63] A state legislator proposed amending the original legislation in 1872 to allow the parkway to be extended further south from Kings Highway.[55] The act was amended that year, giving Brooklyn's park commissioners control over the parkway and any courtyards facing it.[64] The park commissioners approved plans for the boulevard's construction that October,[65] and John Lefferts, Teunis G. Bergen, and William W. Moseley were appointed in mid-1872 to oversee Coney Island Boulevard's construction.[66] The state legislature passed a bill in January 1873, officially designating the boulevard as Ocean Parkway.[67] The next month, Brooklyn's Board of Supervisors was directed to auction off all property that lay on the parkway's right of way.[68]

Construction[edit]

A New York City Fire Department call box at the intersection of Ocean Parkway and Church Avenue
A New York City Fire Department call box at the intersection of Ocean Parkway and Church Avenue

In April 1873, the Board of Supervisors passed a resolution directing the Kings County treasurer to issue up to $300,000 in bonds for the construction of Ocean Parkway.[69] Thomas McCann received the contract to pave the parkway between Prospect Park and Parkville Avenue, and Scrimshaw Paving Company received the contract to pave the section from Parkville Avenue to Kings Highway.[67] McCann and Cranford also received a contract to grade the route of the parkway from Franklin Avenue (now Fort Hamilton Parkway) to Kings Highway and lay down a gravel roadbed.[70] Work on the gravel roadbed south of Church Avenue began in June,[71] and the Brooklyn Daily Eagle reported that August that the parkway was already well-used.[10] The Eagle referred to the parkway as "a full equal to the [Eastern] Parkway",[10] while the New-York Tribune regarded the road as "the pride of Long Island" and predicted that it would be one of the United States' finest boulevards when complete.[72] Brooklyn's park commissioners were invited to tour the northern half of the parkway in March 1874,[73] and the parkway was completed that May, except for stone flagging.[74]

Prospect Park's chief engineer, John Y. Culyer, finished surveying the route of the parkway's southern extension in early 1874.[75] Simultaneously, the state legislature had passed a bill to extend the parkway southward at a cost of $200,000.[76] Governor John Adams Dix modified the bill so the bonds for the extension could not be issued until the following year.[77] Despite the delays, James S. T. Stranahan, the president of the Brooklyn Board of Park Commissioners, approved the creation of a special tax-assessment district in mid-1874.[78] Property owners in the special district would pay a tax to fund the construction of the southern extension,[79] which was projected to cost $295,525.[80] Originally, the southern half of the parkway was planned to curve around the PPFGA's racetrack.[81] The city of Brooklyn auctioned off 1,000 land lots in the right-of-way of the parkway's extension later that year.[82] Brooklyn's park commissioners voted in November 1874 to adopt Culyer's design for the extension of Ocean Parkway,[83] though there was still no money to begin extending the parkway.[84]

During mid-1875, the city's park commissioners began calculating the values of land for Ocean Parkway's extension,[85] though construction was delayed while Brooklyn's park commissioners negotiated to acquire the PPFGA's racetrack.[86] The commissioners also approved a wide promenade at the southern end of the parkway that June.[87] Brooklyn's park commissioners solicited bids for the Ocean Parkway extension in March 1876,[88] and the Brooklyn Supervisors' Law Committee recommended the same month that $200,000 be appropriated for the extension's construction.[89] The supervisors approved the sale of $200,000 in bonds that April.[90] Initially, the Brooklyn city government issued $184,000 in bonds; the city did not issue the remaining $16,000 until the next year.[91] The southern extension of Ocean Parkway to Coney Island was well underway by mid-1876.[92] A large amount of swampland was infilled to make way for the parkway's extension,[93] while a concourse was built at the parkway's southern end, on Coney Island Beach.[94] Contractors also constructed a bridge across Coney Island Creek, which was completed that June.[95]

Completion and construction costs[edit]

The extension of Ocean Parkway was finished on November 11, 1876,[13][14] and opened seven days later on November 18.[17][93][96] A contemporary Brooklyn Daily Eagle article described the boulevard as the "paradise of horsemen, and by far the finest drive in the country".[35] The Times Union called Ocean Parkway "the finest drive in the world"[97] and predicted that the parkway's presence would turn Coney Island into "the favorable suburban resort of the city" of Brooklyn.[98] The New York Times wrote in 1877 that the parkway was unrivaled "as a work of suburban embellishment".[37] The Kings County Rural Gazette regarded Ocean Parkway as superior to both Penn Avenue in Pittsburgh, Pennsylvania, and Euclid Avenue in Cleveland, Ohio.[39]

At the time of the parkway's completion, the construction costs were estimated at $300,000 (equivalent to $7,739,000 in 2023),[39] and Brooklyn's park commission was required to pay for the boulevard's annual upkeep.[99] Construction costs were paid by landowners whose property laid 1,050 feet (320 m) on either side of the parkway.[13] There was a proposal in 1878 to have the city of Brooklyn pay the parkway's cost,[100] but the New York State Legislature voted down the proposal.[101] Another proposal to divide the cost among all landowners in Brooklyn was put forth in 1879,[102] but the state legislature refused this plan as well.[103] The state legislature did pass a law in 1882 relieving landowners of two-thirds of the parkway's cost.[13][14]

Late 19th century[edit]

Apartment buildings at Ocean Parkway and 18th Avenue

When Ocean Parkway was finished, the area was still relatively rural, with farms on either side of the parkway.[104][35] The trees along the parkway had not grown to their full sizes, giving the parkway a barebones appearance.[17] Shortly after the parkway was completed, Brooklyn's park commissioners voted to allocate funding for water mains under the parkway.[105]

The western median's pedestrian path was split in 1894 to create the first bike path in the United States.[29][106] The cyclists' speed limit was 10 miles per hour (16 km/h) on the parkway and 12 miles per hour (19 km/h) on the bike path.[29] The bike path was formally dedicated on June 15, 1895, with a parade attended by 10,000 cyclists.[25][107] Over the next two months, 2,000 people used the bike path on average each day.[107] The next year, the city of Brooklyn completed another bike path in the eastern median. Stone crosswalks for cyclists were added at each intersection, the western service road was paved in asphalt, drinking fountains and benches were added at regular intervals along the medians. Pedestrian shelters were also built at the north and south ends of the parkway.[26] Also in 1896, Brooklyn's park commissioner also decreed that cyclists use the bike path and not the main road,[108] though the decree was controversial.[109]

20th century[edit]

During the 1900s, the parkway was sometimes used for races. These included an automobile race sponsored by the Long Island Automobile Club in 1901[110] and a bicycle race the next year.[111]

The Prospect Expressway, built in the 1950s, replaced the northernmost half-mile of the parkway.[29][56] The expressway's construction severed Ocean Parkway's bike path from the roads in in Prospect Park.[112]

1970s renovation[edit]

Walking path near the southern end of the parkway

The city government attempted to repave the entire parkway at a cost of $6.5 million in 1971. Seven-tenths of the project was to be funded by the federal government, while the state government would pay for the rest.[113] The next year, the city's transportation administrator requested funds for the repaving of Ocean Parkway from Kings Highway to Church Avenue.[114] The federal government refused to pay for the repaving project unless the roadway was widened, but residents opposed the widening because it would require removing the trees.[113][115] Residents also opposed leaving the parkway as-is and the installation of 20-inch-high (51 cm) Jersey barriers along the malls, but they did support the installation of new curbs.[115]

Concurrently, the New York City Landmarks Preservation Commission (LPC) proposed designating Ocean Parkway as a scenic landmark in late 1974.[116][117] The LPC had gained the authority to designate city parkland as scenic landmarks the preceding year.[118] At the time, there were plans to rebuild the parkway, and local residents worried that the malls would be modified or destroyed.[117] The LPC designated the parkway as a landmark on January 28, 1975.[119] After a short controversy over whether such a landmark was eligible for federal funds,[120] the New York City Board of Estimate confirmed the parkway's scenic landmark status in April 1975.[121] After the landmark designation, the New York state government announced that Ocean Parkway was to be restored and repaved.[122] The Federal Highway Administration approved plans for Ocean Parkway's reconstruction in March 1976,[123] and officials announced that August that the state and U.S. governments would pay for the entire project.[124] Work commenced on September 20, 1976.[125] At the time, officials estimated that the first phase of the project, covering a 1.5-mile (2.4 km) segment of the parkway, would be finished in two years at a cost of $5 million.[27]

Edenwald Contractors and Anthony Grace & Sons were hired to rebuild the portion of the highway north of Avenue J. The first phase of the renovation included rebuilding the western median's bike path.[126] The project also included new drainage systems, curbs, concrete roadbeds, and pavement.[122] The city's Department of Highways also planned to add benches, game tables, fences, stone-block pavers around trees, and wheelchair ramps in response to local residents' requests. The overpass above the Bay Ridge Branch, between avenues H and I, would also be replaced.[123] In addition, the parkway's bridle path was removed as part of the restoration,[28] and 598 trees were to be planted.[126] The city government created the Special Ocean Parkway District in 1978,[18] and the state and U.S. governments allocated another $5.2 million to the project that November.[127] The reconstruction was completed in 1980.[18]

1980s and 1990s[edit]

The bike path from Beverley Road to Church Avenue was reopened in 1988 as part of the construction of the Brooklyn–Queens Greenway. The reopened bike path included new signage and a pedestrian walkway next to it.[112]

In the 1990s, the pine trees were replaced with local flora such as American holly and red cedar trees.[29] By then, the parkway's bike lane had become rundown, and few local residents even knew of its existence because of a lack of signage.[25] Following a series of deadly vehicular crashes on Ocean Parkway, local residents began advocating for the New York City Department of Transportation (NYCDOT) to install left turn signals along the parkway; according to Brooklyn Community Board 14's district manager, the signals would cost $1.5 million.[45] Signals were installed at avenues J and P in 1993, and the NYCDOT approved additional signals at 18th Avenue and Avenue I the next year.[128] Additionally, in 1997, the NYCDOT proposed connecting the bike paths along Ocean and Belt parkways as part of a $200,000 program to create bikeways around the city.[129]

21st century[edit]

The center roadway, seen in 2011

To improve pedestrian safety, starting in 2011, the NYCDOT installed countdown pedestrian signals along the parkway.[130] As part of the New York City Council's participatory budgeting program, local residents voted in 2012 to request $200,000 from the City Council to upgrade the crosswalk at Church Avenue and Ocean Parkway.[47][131] The upgrades would have increased pedestrian safety, but the state government initially refused to upgrade the crosswalk.[46][132] In 2013, the New York state government allocated $6 million for safety improvements to Ocean Parkway.[133]

In 2016, an overhaul of traffic regulations at major intersections was proposed, including traffic signals for service roads and turn restrictions at multiple intersections.[134][135][136] The regulations were unpopular among residents but went into effect at Kings Highway and Avenue J in late 2016.[137][138] The project was finished in 2017, though some motorists ignored the new traffic restrictions.[139] As part of the Vision Zero program and to reduce traffic-related deaths, speed limits were lowered to 25 miles per hour (40 km/h), and speed cameras were installed.[43][44] The speed limit decrease was opposed by local politicians, who wanted the speeds to be increased to 30 miles per hour (48 km/h) or higher.[48][43] In addition, the NYCDOT announced plans in 2018 to rebuild the intersection of Church Avenue and Ocean Parkway, including new pedestrian islands and curb extensions.[140][141] In 2019, NYC Parks received funds to renovate Ocean Parkway's bike lane between Avenue R and Avenue X,[142][143] but the repairs were postponed to 2024 due to the COVID-19 pandemic in New York City.[142][144]

Neighborhood[edit]

Structures[edit]

Map
Approximate location of the Ocean Parkway neighborhood

Much of Ocean Parkway is zoned for mid-to-high rise residential structures,[145] which were developed along the parkway starting in the early 20th century.[4] Around 1900, homes were constructed along the perimeter of the parkway, and many mansions were built during World War I.[56][146] People moved to Ocean Parkway from Bedford-Stuyvesant, Brooklyn Heights, and Bushwick.[146] In the 1920s, apartment complexes and one- and two-family homes were constructed,[147] and the northernmost portion of the parkway became the site of luxurious, elevator-equipped apartment buildings.[146] Apartments began to replace older homes in the vicinity of the parkway after World War II,[146] although these apartments tended to be no taller than six stories.[104] Many of these buildings' middle-class white residents moved away during the 1960s,[147] and most of Ocean Parkway's mansions had been demolished by the 1970s.[104]

Since the 1978 designation of the Special Ocean Parkway District, new developments on Ocean Parkway must comply with several regulations. In particular, these developments must have a 30-foot-deep (9.1 m) "landscaped front yard unobstructed by porches, canopies or stairs". Paving is not permitted except on driveways and walkways.[148] In Kensington to the north, Ocean Parkway has rental and cooperative apartment buildings of up to 20 stories, while side streets have lower-density housing.[149] Within Gravesend to the south, there are condominiums and co-ops of six and seven stories on the parkway.[150] Many of Ocean Parkway's buildings were converted to co-ops during the late 20th century.[147][151] There are also single-family and two-family homes along the parkway, although many of these homes have been expanded or combined over the years.[56] In addition, there are several educational institutions along the parkway, such as Abraham Lincoln High School at Shore Parkway and Mir Yeshiva at Avenue R.[5][145]

Community[edit]

A 1974 article in The New York Times described Ocean Parkway as a "series of small ethnic enclaves".[104] There is an especially large Jewish population centered along Ocean Parkway between Avenue H and Belt Parkway.[152] The area is heavily populated with Syrian Jews,[18][153] who started moving to the area in the 1950s.[104] By the 1970s, Ocean Parkway had the highest concentration of Syrian Jews in the United States, and in 1980, The New York Times estimated that 60 to 70 percent of the population was Syrian Jewish.[18] There is a high density of synagogues, yeshivas, and other traditionally Jewish institutions around Ocean Parkway.[18] Many of the Syrian Jews who live on the parkway tend to be wealthy, and the parkway includes several mansions that protrude all the way to their lot line.[153] In the 21st century, the southern part of the parkway had a large Sephardic Jewish population as well.[56][150] One writer estimated in 2009 that 40 to 50 thousand Jews lived near Ocean Parkway and that there were more than 40 synagogues on and around the parkway.[154]

In addition to the Jewish community, there are black, Irish, Polish, Russian, and Hispanic communities along Ocean Parkway.[147] By the early 21st century, mansions along the parkway routinely sold for $1 million or more,[56][152] while properties on parallel streets were much cheaper.[56] The segment of the parkway between avenues S and U was in particularly high demand. Many residents of that area are Orthodox Jews who do not drive on Shabbat, so they instead walk to the synagogues and yeshivas on the parkway.[152] Conversely, Orthodox Jewish families tended not to live in Ocean Parkway's multi-apartment condominiums.[155]

Major intersections[edit]

The entire route is in the New York City borough of Brooklyn. 

Locationmi[1]kmDestinationsNotes
Brighton Beach0.000.00Sea Breeze Avenue / Surf AvenueSouthern terminus
0.560.90 Belt Parkway – Kennedy Airport, Verrazano BridgeExit 7 on Belt Parkway
Gravesend2.133.43Kings Highway
Kensington4.867.82Church AvenueAccess via service roads only


 NY 27 west (Prospect Expressway) to I-278 (Brooklyn-Queens Expressway)		Western terminus; exit 6 on NY 27
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

See also[edit]

References[edit]

Citations[edit]

  1. ^ a b c "2011 Traffic Volume Report for New York State" (PDF). New York State Department of Transportation. September 25, 2012. pp. 258–259. Archived (PDF) from the original on July 12, 2015. Retrieved April 29, 2013.
  2. ^ "National Register Information System". National Register of Historic Places. National Park Service. January 23, 2007.
  3. ^ a b c New York State Department of Transportation (January 2012). Official Description of Highway Touring Routes, Bicycling Touring Routes, Scenic Byways, & Commemorative/Memorial Designations in New York State (PDF). Archived (PDF) from the original on July 29, 2013. Retrieved February 16, 2012.
  4. ^ a b c Bosselmann, Macdonald & Kronemeyer 1999, p. 168.
  5. ^ a b c d "NYCityMap". NYC.gov. New York City Department of Information Technology and Telecommunications. Retrieved July 9, 2024.
  6. ^ "Holding back the ocean: Ocean Parkway safety improvements underway". Brooklyn Eagle. December 16, 2013. Retrieved July 7, 2024.
  7. ^ a b Landmarks Preservation Commission 1975, p. 2.
  8. ^ a b c d e f "Ocean Parkway". The Cultural Landscape Foundation. Retrieved July 8, 2024.
  9. ^ Berger, Joseph (February 10, 2010). "Room for the Motorless in a Chaotic Traffic Circle". The New York Times. ISSN 0362-4331. Retrieved July 8, 2024.
  10. ^ a b c "The Park Boulevards". The Brooklyn Daily Eagle. August 22, 1873. p. 4. Retrieved July 7, 2024.
  11. ^ "Prospect Park and Its Surroundings". The Brooklyn Daily Eagle. March 24, 1874. p. 2. Retrieved July 10, 2024.
  12. ^ a b Bosselmann, Macdonald & Kronemeyer 1999, p. 171.
  13. ^ a b c d e f g h i Landmarks Preservation Commission 1975, p. 1.
  14. ^ a b c d e f g Stiles, Brockett & Proctor 1884, p. 172.
  15. ^ a b c d e "Parkways". The Brooklyn Daily Eagle. June 26, 1872. p. 2. Retrieved July 7, 2024.
  16. ^ a b c d "Local Miscellany: Brooklyn's Ocean Avenue the Drive to the Beach Finished--its Construction and Attractions". New-York Tribune. November 18, 1876. p. 2. ISSN 1941-0646. ProQuest 572698916.
  17. ^ a b c d "Ocean Parkway". The Brooklyn Union. November 18, 1876. p. 4. Retrieved July 11, 2024.
  18. ^ a b c d e f Blair, William G. (December 7, 1980). "Housing Values Grow Stronger On Brooklyn's Ocean Parkway; Housing Values Up On Ocean Parkway". The New York Times. ISSN 0362-4331. Archived from the original on July 26, 2019. Retrieved July 26, 2019.
  19. ^ a b c d National Park Service 1983, p. 2.
  20. ^ Bosselmann, Macdonald & Kronemeyer 1999, p. 175.
  21. ^ Walsh, Kevin (March 13, 2015). "The Mile Markers of the Long Island Railroad". Brownstoner. Retrieved July 8, 2024.
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Sources[edit]

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