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Posts from the "Bicycle Safety" Category

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Will New Yorkers Get Doored by de Blasio’s Taxi of Tomorrow Opposition?

As Mayor de Blasio weighs the potential $100 million cost of converting his opposition to the Taxi of Tomorrow into official city policy, New Yorkers on two wheels should remember one key feature of the Nissan NV200 selected as the city’s next taxi: It will all but eliminate the possibility of getting doored by an exiting taxi passenger.

The Taxi of Tomorrow would be a win for cyclists. Image: TLC

If it survives the courts and Bill de Blasio, the Taxi of Tomorrow would be a win for cyclists. Image: TLC

The vehicle has sliding doors for backseat passengers, reducing the need for Taxi TV public service announcements reminding passengers not to whip open their doors into the path of a passing cyclist — something that’s not just dangerous, but also against the law.

That improvement and others, including built-in GPS for drivers, rear-side lights to indicate when passengers are entering or exiting, a front-end design that reduces the severity of crashes with pedestrians, “lower-annoyance” horns, and rear cameras drivers can use while backing up, would be lost if the mayor decides to scrap the design.

On Tuesday, a state appeals court reversed a lower court ruling against the city’s Taxi of Tomorrow plan. The case could be appealed to the state’s highest court, and de Blasio said on Wednesday that, although the city’s law department continues to defend the project, he is opposed to it:

I think it is not right to have a single vehicle approved instead of a variety of vehicles that meet certain standards. I don’t like that we’ve lost an opportunity to create jobs here in New York City. I don’t like Nissan’s involvement in Iran. I don’t like a lot of things about this. I think it was a broken process on many levels.

Other criticisms of the Nissan vehicle are that it is not a hybrid and it is not wheelchair-accessible by default. London, which has also selected the NV200 as its new taxi, will have a fully-accessible fleet. A modified accessible version will be made available in New York.

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NYC Bike-Ped Projects Get $21 Million in Federal Funds From State DOT

On Tuesday, Governor Cuomo announced that the state DOT is awarding $21.2 million in federal highway safety funds over three years to nine projects in New York City that all include big safety improvements for biking and walking. Advocates welcomed the news, but still have questions about whether the state is allocating enough money to active transportation projects statewide.

Concrete pedestrian islands on Fourth Avenue in Sunset Park just received millions in state funding, but advocates question if too many other projects are missing out. Image: NYC DOT

Concrete pedestrian islands on Fourth Avenue in Sunset Park just received millions in state funding, but advocates question if too many other projects are missing out. Rendering: NYC DOT

The New York City awards are:

  • $4 million for 1.3 miles of Atlantic Avenue between Georgia Avenue and Conduit Boulevard in Brooklyn. The project features median extensions at seven intersections, turn restrictions, and new street trees to slow driver speeds.
  • $900,000 for 2.4 miles of Bruckner Boulevard between Bronx River Avenue and East 132nd Street in the Bronx to establish what the governor’s press release calls “a north/south pedestrian and bicycle corridor.”
  • $800,000 for East Tremont Avenue in the Bronx. This project widens and installs pedestrian islands, clarifies complex intersections, studies signal timing for potential phasing changes and new signals, and narrows wide travel lanes.
  • $4 million for the third phase of a project on the Grand Concourse in the Bronx, for 0.6 miles between East 171st Street and East 175th Street. This road reconstruction will add medians, pedestrian refuges, bike lane buffers and bollards.
  • $4 million for 0.7 miles of Fourth Avenue from 33rd to 47th Streets in Brooklyn. This project widens medians to up to 19 feet to include planted areas and pedestrian refuges.
  • $4 million for Tillary and Adams Streets in Brooklyn. Improvements include bike lanes and protected paths, larger pedestrian islands, and shorter crossings.
  • $1 million for 0.4 miles of Adam Clayton Powell, Jr. Boulevard between West 117th and 110th Streets. This project will construct concrete pedestrian islands that were installed last year with paint and other low-cost materials.
  • $500,000 for one mile of Riverside Drive between West 116th and 135th Streets. The project will add crosswalks and bicycle markings, as well as pedestrian islands and curb extensions at 116th and Riverside.
  • $2 million for 4.3 miles of Ocean Parkway in Brooklyn. This project, managed by state DOT, includes new traffic signals and pedestrian countdown clocks, modified signal timing, pedestrian islands, and turn restrictions.

These grants are funded by the federal Highway Safety Improvement Program. The state’s announcement covers 2015 through 2017, the final three fiscal years funded by the latest federal transportation bill.

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Slow Zone, Next Round of Bike Routes on Tap for Brownsville, East New York

Caption. Image: DOT

Blue lines show where new bike lanes and shared lane markings will be installed in East New York and Brownsville. Orange lines show existing shared lane markings, while red lines show existing bike lanes. Image: DOT

The fledgling bike lane network in Brownsville and East New York will continue to grow. The second of three rounds of painted on-street bike lanes — mapped out in a planning process initiated by neighborhood residents — is set to be installed by the end of the year, pending the support of Community Boards 5 and 16 later this month.

The neighborhood, which already has a 25 mph arterial slow zone along Atlantic Avenue, is also set to receive its first 20 mph neighborhood Slow Zone this summer [PDF]. Both community boards joined the Brownsville Partnership, an initiative of the non-profit Community Solutions, in applying for the Slow Zone. The project is bounded by Sutter, Rockaway, Livonia, and Pennsylvania Avenues and averages nearly 72 traffic injuries annually, according to DOT. There are two NYCHA complexes and four schools within its borders.

The bike lane plan [PDF] adds 14.5 miles of striped bike lanes and shared lane markings to a meshwork of north-south and east-west streets, including Pitkin, Blake, and Dumont Avenues, and Hinsdale Street, Snediker Avenue, Thomas Boyland Street, and Saratoga Avenue. While it contains no protected lanes, the plan would create a denser and better connected neighborhood grid of streets with space marked for biking.

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New Bronx River Greenway Link Would Remake Asphalt Expanse

Caption. Image: DDC

This plan to redesign a complex pair of intersections and expand the Bronx River Greenway is a huge step up from the expanse of asphalt on the street today, but it’s still missing a key crosswalk. Image: DDC

After years of inter-agency wrangling, a wide-open intersection in the Bronx is set for a complete redesign that will include a new link in the Bronx River Greenway. The city presented a preliminary design [PDF] to Community Board 6′s transportation committee last Thursday. While the plan is a big step forward, it lacks a crosswalk that would make it better for pedestrians.

Update: “We are working with DDC to have the crosswalk added to the design,” DOT spokesperson Nicholas Mosquera said in an e-mail.

Today, the multi-leg intersection of East Tremont Avenue, 177th Street, and Devoe Avenue is a difficult place to walk. Extra-wide car lanes ring two tiny concrete islands marooned in a sea of white-striped asphalt. Crosswalks are fading away, and sidewalks on the west side of Devoe Avenue are crumbling.

In March, advocates and neighborhood residents, organized in part by the Bronx River Alliance and artists Elizabeth Hamby and Hatuey Ramos-Fermín of Boogie Down Rides, created a video to show how difficult it is to walk across the intersection.

bronx_before

Current conditions. Image: DDC

The southern end of the project, which includes two spans across the Bronx River, handles cars going to and from the Cross Bronx Expressway, the Bronx River Parkway, and the Sheridan Expressway. On the northern end, East Tremont Avenue is a major crosstown street and bus hub. The plan, designed by consultant The RBA Group for the Department of Design and Construction, requires coordination between NYC DOT, the state DOT, the Parks Department, the Department of Environmental Protection, and the MTA.

“This project has been going on for years,” said Bronx River Alliance greenway coordinator Claudia Ibaven. “Since there are a lot of agencies involved, it was taking more time.”

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CB 6 Joins Council Members Calling for a Safer Queens Boulevard

The loss of life along Queens Boulevard, which functions like a highway running through Queens, is horrific. Photo: Wikimedia Commons

In a unanimous vote last week, Queens Community Board 6 passed a resolution [PDF] asking DOT for a complete redesign of Queens Boulevard to improve street safety. The board is the first along the infamous “Boulevard of Death” to request the study, joining a united front of City Council members.

On May 3, Rosa Anidjar, 83, was killed on Queens Boulevard in Rego Park. Now, that neighborhood's CB 6 is the first to ask DOT for a safer street design. Photo via DNAinfo

On May 3, Rosa Anidjar, 82, was killed on Queens Boulevard in Rego Park. Photo via DNAinfo

“Our board, like all of the other boards and electeds, is saying to the Department of Transportation, let’s take a closer look at this,” said Frank Gulluscio, district manager of CB 6, which covers Forest Hills and Rego Park. “They’ve tried to do some stuff, but more needs to be done.”

For years, the city has made incremental changes to Queens Boulevard, but it remains one of the borough’s most dangerous streets for pedestrians. The most recent victim was Forest Hills resident Rosa Anidjar, 82, who was struck and killed on Queens Boulevard at 71st Avenue while walking home from synagogue on May 3.

Advocates for a safer Queens Boulevard, led by volunteers with Transportation Alternatives, first spoke with CB 6 about a resolution last month, and were given a chance to present to the full board on May 14. TA volunteers Peter Beadle and Jessame Hannus made the case for the redesign.

Beadle is also a member of CB 6′s transportation committee. “Having Peter on the board was a huge asset,” Hannus said. “It facilitated the whole process.”

Another boost came from Council Member Karen Koslowitz, whose district covers Rego Park and Forest Hills. In February, she and Council Members Elizabeth Crowley, Daniel Dromm, Rory Lancman, and Jimmy Van Bramer wrote a letter to DOT asking for a safety overhaul of Queens Boulevard [PDF].

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How Would You Make the Five Boroughs Bikeable for More New Yorkers?

Bike to Work Day is as good a day as any to take stock of how much work remains for New York to become a truly safe place to ride a bike, where everyone who wants to get places by bicycle can feel comfortable doing so.

Not bike-friendly enough: NYC didn't move up to the next level of bike-friendly cities this year. Photo: Missy S./Flickr

NYC needs to expand its bike network and the reach of its bike-share system to move up the bike-friendly city rankings. Photo: Missy S./Flickr

The League of American Bicyclists said on Wednesday that New York will not earn gold status in its Bicycle Friendly Community program this year. The rating system evaluates applicants on everything from infrastructure to education and events. New York is one of 303 communities in 48 states recognized by the program, with four cities having attained the highest level — platinum (Portland, Oregon, is the largest of the four).

New York received an honorable mention in 2004 and was upgraded to silver in 2011. This year, while the League recognized that the city “deserves an extraordinary amount of credit” for bike-share and its growing bikeway network, it also highlighted the big shortcomings in New York’s bikeability.

“Improvements to the bicycling infrastructure and the bike-share program are still limited in scope to certain areas of the city,” League President Andy Clarke said in a statement that also cited low rates of bike ridership compared to other cities and a lack of traffic enforcement by NYPD. “Looking forward, continued expansion of the bikeway and bike share system and actions arising from the welcome adoption of a Vision Zero strategy — hopefully with the full participation of the NYPD — will ensure further progress towards the Gold level.”

Local bike advocacy groups agreed that the city has to do more to bolster bicycling.

“We are encouraged by Mayor de Blasio’s pledge to increase cycling to 6 percent of all trips in the coming years,” Transportation Alternatives said in a statement agreeing with the League’s assessment. “In order to reach that goal and achieve Vision Zero, the DOT should follow the rollout of its new Arterial Slow Zone program by redesigning these hazardous corridors to include protected bike lanes and other street safety infrastructure.”

“It’s obvious that cycling in New York has been on an upswing; what’s absolutely necessary at this point is to keep that momentum,” said Bike New York President and CEO Ken Podziba in a statement. ”Silver isn’t anything to sneeze at, and with sustained efforts at educating and engaging New Yorkers in regards to cycling, I have no doubt that we’ll ‘get the gold.’”

You can argue with the Bicycle Friendly Community designations. Is New York really worse than gold-rated San Francisco? Does any American city actually deserve a platinum rating? But there’s no denying that the ratings are a great conversation starter.

With that in mind, what would it take, in your view, to make New York a real bike-friendly city? Consider this an open thread.

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When Traffic Deaths Don’t Make the News: Jelani Irving, 22

Jelani Irving. Photo from the Irving family via Ghost Bike Project

Jelani Irving. Photo from the Irving family via Ghost Bike Project

While NYC traffic deaths are down in the first few months of 2014, they are still so frequent that not every fatality gets reported in the news. This is often the case when a victim dies from injuries in the hospital days after a crash. That’s what happened earlier this year to 22-year-old Jelani Irving.

Irving was critically injured just before 6:15 a.m. on February 2 while riding his bike at the intersection of Classon Avenue and Washington Avenue in Crown Heights. Irving’s sister, Imani Irving, said he was riding his bike home from work after his shift as a yellow cab driver.

Police say Irving was struck by a 61-year-old man driving a 1999 Nissan Maxima northbound on Washington. The driver was turning right onto Classon — a turn with a very obtuse angle that motorists can make at speed — and struck Irving as he was cycling south in the northbound lane. NYPD says Irving veered left, crossing the path of the driver. The driver was cited for two equipment violations; press reports at the time said they were for bald rear tires. There were no citations or arrests related to Irving’s death.

Irving, unconscious and in cardiac arrest, was taken to Kings County Hospital and classified by NYPD as likely to die. He died of his injuries four days later.

The crash was covered by the Brooklyn Paper and Gothamist but it was not known that it caused Irving’s death until his name later appeared in WNYC’s “Mean Streets” traffic fatalities tracker.

Irving’s cousin, Daniel Gregoire, works at a Unitarian church in Pennsylvania and wrote about his family’s loss on the church’s website:

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CB 2 Panel OKs Hudson Street Bike Lane Upgrade, Bowery Ped Safety Tweaks

The Hudson street buffered bike lane is set to become a parking-protected path. Image: DOT

The Hudson Street buffered bike lane is set to become a parking-protected path. Image: DOT

Last night, Manhattan Community Board 2′s transportation committee unanimously supported two safety measures: one to upgrade a bike lane on Hudson Street, and another to tweak pedestrian improvements at the car-clogged intersection of the Bowery and Delancey Street.

Almost two-and-a-half years after asking DOT to upgrade the faded buffered bike lane on Hudson Street to a parking-protected path with pedestrian islands, the committee unanimously endorsed a plan from DOT to do just that [PDF]. The next steps: support from the full board at its April 24 meeting, and construction beginning in July.

The plan actually extends two of Manhattan’s most popular protected bike lanes southward. The Ninth Avenue protected lane will now reach a few blocks further south of 14th Street, on the southbound section Hudson Street, before joining the curbside striped bike lane on Bleecker Street. And on the northbound section of Hudson, cyclists will be able to use a protected bike lane starting at Houston Street before joining the existing Eighth Avenue protected lane.

CB 2′s request in 2011 asked that the lane extend south to Canal Street, but DOT’s plan stops at Houston. When the board made its request then, Hudson Square Connection BID executive director Ellen Baer said her members were split on the concept. While the BID has supported a number of other street safety improvements, it opposed the CB’s request for Hudson Street. Since then, the BID has released a concept plan that includes a protected bike lane along Hudson Street, but asked DOT to leave it out of the plan the agency presented last night.

“So far, we’ve gotten very positive responses, but we continue to go out there and build support for the plan,” Baer told Streetsblog. The BID’s plan includes widening the sidewalk to create space for green stormwater infrastructure, a more significant design change than DOT is proposing north of Houston. “You want to do it all at once,” she said. “You wouldn’t want to put a protected bike lane in this section and then come back.”

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Rockaway Students Want DOT to Use Extra Asphalt for Walking and Biking


Rockaway Freeway, a multi-lane divided road beneath the A train on the Rockaway peninsula, is hardly friendly territory for walking or biking. A group of teens interning with the Rockaway Waterfront Alliance is looking to change that. Their goal: Gather 10,000 signatures on a petition asking DOT to convert some under-used road space, created as part of a traffic-calming project years ago, into a safe place for walking and biking.

“There are two striped buffers that aren’t being used for anything,” said Sebastian Rahman, 15, a sophomore at Scholars Academy in Rockaway Park and an intern with RWA. “People still do use them to get from point A to point B, even though it isn’t really isn’t safe.”

“You have people speeding there,” said intern Kaitlyn Kennedy, 16. “It’s not the safest place to be walking.” A road diet reduced the number of lanes and added the striped buffered areas more than a decade ago, but Rockaway Freeway continues to be a dangerous road: Last December, a teen driver killed one of his passengers and seriously injured another in a late-night crash on the road at Beach 41st Street.

“We saw the Rockaway Freeway as a great opportunity,” Rahman said. After Hurricane Sandy wiped out portions of the boardwalk, he continued, “there was no more connectivity between the east side and the west side of the peninsula.” Together, the student interns have come up with a concept that mixes new planted areas with more space for pedestrians and a dedicated bike path.

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A Safer, Saner Lafayette Street Is on Its Way This Summer After CB 2 Vote

Under the plan, a buffered bike lane would be converted to a protected bike lane with pedestrian islands. Image: DOT

After a unanimous vote at its transportation committee earlier this month, Manhattan Community Board 2′s full board last night unanimously passed a resolution supporting an upgrade of the buffered bike lane on Lafayette Street and Fourth Avenue to a protected bike lane. The project [PDF] runs from Spring Street to 14th Street and will include a northbound protected bike lane from Prince Street to 12th Street, pedestrian islands, and narrower car lanes to slow drivers.

The project is set to finish construction this summer. Crews have already started grinding pavement on Lafayette to repave the street, which currently has faded markings and a pockmarked surface.

At last night’s meeting, five people spoke in support of the plan, including Scott Hobbs, deputy director of the Union Square Partnership, and William Kelley, executive director of the Village Alliance BID. Transportation Alternatives also submitted a petition with signatures from nine business owners and 76 people on the street.

“We felt there were tremendous advantages,” transportation committee chair Shirley Secunda said of the plan, noting that it will keep the same number of car lanes while slowing drivers down, upgrading the bike lane, and improving signal timing at crosswalks. “Right now it’s in terrible, terrible shape and very unsafe,” she said. “It’s a tremendously wide street and the way the street will be reconfigured would allow for shorter crossings.”

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