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    Kevin Love

    Also, the “green circle” signs indicate what is permitted, rather than what is forbidden. So the visual part of this sign (ie, not the writing) indicates that walking a bike is a permitted activity NOT that riding is forbidden.


    Kevin Love

    The fact that there has been no incident when all Greenway cyclists were detoured there from 2007-2015 means that cycling here is a pretty safe activity.

    How many people were killed by car drivers from 2007-2015?

    Banning safe activities is just someone’s bias and bigotry.


    Joe R.

    I doubt it. It’s sort of like the 5 mph speed limit signs in parking lots. The NYPD can’t enforce rules on private property beyond those which apply everywhere. I would take the sign more as a suggestion than a rule.


    Joe R.

    The best example is the nonsensical ban on electric bikes. NYC’s first reaction when something might be used dangerously or improperly is to ban it rather than to enforce proper use. The sad thing is this type of thinking is mainly used to give the masses tickets for nonsense offenses just so the NYPD can fulfill its ticket quotas. If we wanted to be consistent about banning things which have been used improperly we would have banned motor vehicles decades ago. So not only is this policy of banning ridiculous to start with, but its not even applied consistently across the board. If the elite use something, then its never banned no matter how dangerous.


    Greg Costikyan

    I got caught out by this just the other day. I live in BPC, had biked uptown to do some shopping, and was on my way home. I appreciate that the bike path by West Street is now open for its full length, but I’ve turned right to use the Esplanade so many times when it was closed that, by force of habit, I did so. I was surprised by the “cyclist dismount” sign, but obeyed it; quite annoying. I can see an argument for it on weekends, when the plaza in front of North Cove can get quite busy, but on week days, it a vast expanse with a handful of pedestrians, and cyclists pose no danger.


    Joe R.

    For what it’s worth I occasionally have no idea what color the light is when I’m either walking or riding because I’m busy doing more important things, like evaluating the traffic situation around me. When I approach an intersection I look to see if it’s clear. If it is, I go, if it’s not, I don’t. Anyone who crosses a street without bothering to look is an idiot. That applies even if they have a green light. I’ve seen enough instances of vehicles running red lights to know it’s prudent to always look before crossing.

    The sort of crap you described is exactly why I won’t ride either in Manhattan, or even locally during the more crowded times of day. People crossing whenever and wherever they want makes riding a chore.



    The sort of bias one sees everyday in this town.
    This morning, while riding through a green light on Church St., many pedestrians started crossing – the first ones looking at me, those the followed simply walking out after the first ones who crossed, like sheep. When I yelled “heads up” to get their attention, I got a “Why don’t you stop at the red light” from one of the crossers who had zero idea what color the light even was… because…. bikes….



    Was the problem from drivers trying to parallel park, or from drivers trying to back out of their driveways? And I’m wondering whether the bike lanes couldn’t have been made slightly narrower to accommodate the objections. The odd photo of the anti-bike lane woman shows a lot of street space taken for the PBL.



    “BPCA Chief of Staff Kevin McCabe told Streetsblog that the new policy is a “proactive pedestrian safety measure” and not a response to any specific incident.”

    It’s just someone’s bias.



    Was there a public hearing?



    Ah, so it is considered a park! I should have thought about that. Thank you.



    Just for the sake of argument, if someone were to disobey that sign, what could “they” legally do?


    Bicycling and operating Pedicabs Any person bringing a bicycle or a pedicab into any park shall obey all park signs pertaining to the use of such bicycles or pedicabs

    §1-07 Penalties Any violation of these Rules other than Rule 1-04 (b)(1)(i) shall constitute a misdemeanor triable by the Criminal Court of the City of New York and punishable by not more than ninety days imprisonment or by a fine of not more than $1,000, or by both, in accordance with § 533(a)(9) of Chapter 21 of the New York City Charter.

    (f) Park, parks or park property signifies any or all of the mapped public parks, waters and land under water, pools, esplanades, playgrounds, recreation centers of, and adjacent to, Battery Park City and all other property, equipment, buildings and facilities, including park streets, related thereto now or hereafter under the jurisdiction, charge or control of ParksCorp

    Section 9003.39. Bicycling, roller skating, skateboards, roller blades (a) Any person bringing a bicycle, scooter, skateboard, roller skates or roller blades into any park shall obey all park signs pertaining to the use of su ch bicycles, scooters, roller skates, skateboard or roller blades.

    Section 9003.53. Penalties Any violation of these rules, provided such violation would also violate any of the provisions of the Administrative Code of the City of New York or the rules and regulations in effect for the parks of the City of New York, s hall be a misdemeanor triable in a court with competent jurisdiction and punishable by not more than 90 days imprisonment or by a fine of not more than $1,000, or by both in accordance with section 533(a)(9) of chapter 21 of the New York City Charter, and the violator of these rules shall also be subject to criminal prosecution and civil penalties as permitted by law and the penalties imposed pursuant to section 202(d) and (e) of the New York Not – for – Profit C orporation Law .



    Just for the sake of argument, if someone were to disobey that sign, what could “they” legally do? Give you a sidewalk ticket? That’s not a sidewalk. A generic “disobeying traffic control device” ticket? Are these bona fide traffic control devices, or just a suggestion? Per the VTL: “Traffic control devices. All signs, signals, markings, and devices not inconsistent with this chapter placed or erected by authority of a public body or official having jurisdiction for the purpose of regulating, warning or guiding traffic.” Does the BPCA have jurisdiction for the purpose of regulating traffic?



    It’s so odd that the first impulse to nearly any problem in NYC is to ban something. For such a liberal, creative, and cosmopolitan city, we are oddly conservative, unthinking, and provincial.



    Protected parking lanes!



    Are these dismount instructions at all enforceable?



    Strange that all Greenway traffic was detoured through here for the better part of a decade but now the handful of people looking for a relaxing waterfront ride or alternative to the dangerous uncontrolled turning conflicts on the Hudson River Greenway are now banned.

    At the end of the day this doesn’t affect me because I’m allergic to riding in pedestrian space, but this action by the BPCA seems like plain bikephobia without any real reason to support it.


    Brian Van Nieuwenhoven

    “We are committed to engaging and gathering broad-based public input to help inform the decisions we make”

    Saying this after making a very significant decision without public input… is not a good start.



    “That section of greenway, by Brookfield Place, had been off limits because of construction from 2007 to 2015” and a high volume of bikes were detoured through this very spot. So there should be data about bike/ped crashes that says whether this policy is valid or just someone’s bias.


    Doug G.

    Vision Zero damaged mirrors.


    Benjamin Kabak

    This is a completely false dichotomy. A pleasant transit environment for a real hub shouldn’t cost $4 billion. This is a subway stop, and again, it’s a mall first.



    Can only hope that someday, NYC’s so-called transit advocates can stop thinking that anything beyond bare concrete and overcrowded stairs & platforms isn’t real transit!


    Benjamin Kabak

    “We spent $4 billion of taxpayer money on a mall and tried to hoodwink the public into believing it was a train station.”


    Benjamin Kabak

    It is definitely not a “transit hub.” The PATH elements of it are simply a subway stop, and the main purpose of the building is to serve as a mall (and a gateway in between other malls at the Fulton Center and whatever the Winter Garden is called these days).


    Elizabeth F

    Anyone who bikes frequently in NYC knows that NYPD reports of pedestrians “darting into traffic” are entirely plausible.



    Find out that a medical doctor got their license suspended three times, you would never willing seek treatment from them.

    Find out that a lawyer doctor got their license suspended three times, you would never willing seek advice from them.

    Find out that a cab driver got their license suspended three times, you would never willing seek a ride from them.

    Hell, once for any of these is enough.



    I wonder if this lane is going to be two-way unprotected? I don’t see anything in the article making it clear.



    Very happy to hear about the overhauling of trash collection. Those folks drive like devils trying to hop around to to businesses on disparate parts of the city.

    Now if only we could get dumpsters rather than sidewalks piled high with trash bags.



    Yeah, DOT doesn’t give a shit about following this law. They blatantly disregard it in pretty much every case where they’ve removed a lane.

    In this case, though, it seems that the lane is not technically being removed but rather reconfigured as a double parking lane. Perhaps there is a way to sue over this, since the lane now fails to function as a bike lane.



    Removing this bike lane without consulting the Community Board is a violation of Local Law 61 (2011). This law is ignored very frequently when it comes to removing bike infrastructure but never when it comes to installing it.


    Ollie Oliver

    My issue, as someone that uses it every day, is that there are not convenient train to street exits from the PATH. To get a bike or suitcase in/out you have to use a minimum of 4 elevators/escalators and walk down some long tunnels/across a huge plaza as well.

    To call it a transit hub that is primarily designed as a mall with a tunnel connecting it to other trains is disingenuous at best. Any ‘transit hub’ that serves shoppers better than commuters is a poor design.


    Simon Phearson

    Right. The DOT is apparently happy to redesign the streets to accommodate predictable driving errors so that cars don’t suffer minor damage. They’ll drag their feet, though, when it comes to predictable pedestrian or cycling errors. Vision Zero! What’s next? Separated parking infrastructure?


    Ferdinand Cesarano

    I live on Jamaica Avenue; so I can just use that street to get to eastern Queens on most occasions. But I also use Hoover plenty of times, even if the hill is tough coming back west.

    There’s also Union Turnpike; but that’s good only for an experienced rider. Also, that street is a lot easier to use going east than going west. Going east you can just cross Queens Boulevard in a straight line; but the challenge comes later when you have to get over to the left in order to stay on Union and not get on the Grand Central Parkway service road. (Most often it’s best to just concede on that and to go ahead and veer onto the GCP service road, and then make a left at the first light at Main Street to get back up to Union.) Going west Union Turnpike is a big hassle. First, the crossing of the Grand Central is much more difficult. And then at Queens Boulevard you cannot go straight through. In order to continue west on Union Turnpike, you first have to turn right on QB to go up to 77th Road, then left on that to Austin Street, then right once you get back down to Union.

    Roosevelt Avenue, which is unpleasant under the best circumstances, is now nightmarish with the construction on the bridge. Let’s not even consider that.

    There is another way to get between eastern and western Queens which I think most people don’t know about: the bike path along the Flushing Bay shore. You can access it from the west at 34th Avenue and 114th Street. You get on it from the east at Northern Boulevard and Main Street.,-73.8334584,3a,90y,215.82h,77.33t/data=!3m6!1e1!3m4!1swb3l19WzzzbB6eJeKAl9Zg!2e0!7i13312!8i6656!5m1!1e3?hl=en

    There we see the entry to the bike/pedestrian path on Northern Boulevard. (The unfortunately placed “no pedestrians” sign refers to the crossing of Northern; note that there is no crosswalk there. It does not refer to the path, which is definitely open to pedestrians.)

    Even if Hoover Avenue is the best option overall, I find Jewel to be dramatically improved. For me the stress levels on that street have been drastically reduced; and I now sometimes use that street just for pleasure. I also don’t know what the count of bicycles on that street is; but the street feels transformed to me.



    That, and: instead of having drivers just pull over to the curb, let them continue to just plop their cars wherever they want in the street.

    I mean it’s a 40-foot wide street, people! You can still have a 12-foot travel lane with the PBL. Learn to drive! Learn to park!



    RE Marine Park: “a few drivers had already nicked some idle vehicles and knocked off their mirrors, locals said.”

    So drivers are too incompetent to not hit parked cars, let them hit bicyclists instead. That’s what I’m reading.



    Price may always be questionable and a sore point… but at WTC there are very useful pedestrian connections and transit transfers. There aren’t dead, soul-sucking corridors, but rather spaces that are actually enjoyable. The rent from those high-end shops will continue to reimburse some of the cost year after year. Not quite sure why everybody is so down on the stores – don’t we always say that private businesses that benefit from transit should help contribute?


    Ferdinand Cesarano

    * I have on many occasions have been stuck on buses in snarled traffic, including on the B41. Solutions exists, including something on the SBS-BRT spectrum, and also eliminating parking. But all of these would run into such fierce opposition from entrenched retrograde interests (and their media mouthpieces) that they are deemed political nonstarters.

    * Fine, not every single private van is a rickety deathtrap driven by an unlicenced incompetent maniac. Only the overwhelming majority are — which is more than enough to designate this as an identifying characteristic of the form. Moreover, private companies have the incentive to cut corners on maintenence and on salaries, especially when regulation is so lax; therefore allowing private entities to do this function virtually guarantees that we’re going to get this unpleasant result.

    * While it is impossible to prove a negative, it nevertheless stands to reason that the lack of private vans running up and down Woodhaven Boulevard prevented the diversion of passengers from the legitimate buses, and so helped to facilitate the expansion of bus service there. If it can happen on Woodhaven Boulevard, it can happen in other places. Can we say for sure that the same sort of success can be achieved on Flatbush Avenue if we got rid of the pirates? No, we cannot. But to assert this possibility is certainly not absurd on its face. It is realistic; and it is a step worth taking.

    * If using vans rather than full-size buses makes sense, then by all means let’s go for it. Have the MTA start a van division, so that the vehicles can be reliably kept in good repair, and so that they can be operated by quality professionals.

    * Mass transit (by whatever mode) is by its nature a public function, one that we must provide for ourselves. So I do indeed say that we the people, by the mechanism of a public agency, should be the exclusive provider of mass transit within our city. I am definitely in favour of making cabbies public employees, even if I would prefer that they be employees of the MTA. (In a sane world, even bike share would be a public function run by our transit agency. But, of course, the only way that it could have been established in our twisted world is for it to not have been connected to any public agency.)

    * If the public agency that we have set up to organise and arrange mass transit (or, indeed, to perform any other function) is failing, the solution is not to abandon a vital public function to private parties. The solution is to fix the public agency or perhaps even to set up a new one.



    Soviet Style? Jesus. You are intellectually bankrupt.

    And again, *your* idea wipes out the working poor because you do nothing to deal with the speculation that will result from this building bonanza or the national and international investors backing it. So you simply can’t pretend that *anything* that you are proposing helps working families. It doesn’t. Again, intellectually bankrupt.


    Joe R.

    And with the lack of public transit these areas already have horrendous traffic problems at their present density. I’m all for upzoning, but you need to start in areas near subway stations. If/when the subway ever expands to places like Bayside or Staten Island, then you can upzone there also.



    > “In what other profession are people given so many chances and warnings?”

    police officers



    I read about Mr. Lakes unfortunate accident while browsing the web. It’s 2016 and he’s certainly not forgotten. RIP!



    Here are some inconvenient truths regarding BRT. The MTA scheduled 43,863 local bus trips, 3417 ltd bus trips and 2803 sbs bus trips on 6/29/2016. The average speed for these services were: 8.08, 7.75 and 9.83 mph for the local, limited and sbs buses.

    That’s a ridiculous comparison. Can you come up with numbers just for limiteds and locals that exist on the same road? And only compare during peak hours? Or published data on speed improvements after SBS was introduced?

    My goal would be that a person within 1/2 mile of a rail station should be expected to walk to it.

    Existing stations offer very poor coverage. And you’re not serving the people who are making trips that end up before Jamaica.

    Between 1/2 and 2 miles, a bike share system is the quickest solution. Buses would be the preferred mode when the distance to the rail station is more than 2 miles.

    With significant street redesigns to make cycling tolerable for 50% (95% is a pipe dream) of the population during rush hour there are still gaps.

    Did you have in mind to change a bus – subway (- subway) ride to bike share – lirr shuttle – subway (- subway)? For long trips – the area has some of the longest commute times in the city – adding another transfer can be draining, even if the time is the same.

    The bus running time between 147th and the Locust Manor station is approximately 7 minutes. The LIRR’s running time between Locust Manor and Jamaica is 6 minutes bringing the total running time up to 13 minutes. The scheduled running time for the bus between 147th Ave and Jamaica Center is 23 minutes.

    You would need to add a couple minutes to walk to the train, and a wait for the transfer. Probably five minutes total. That’s half your time savings. What would camera enforced bus lanes, all door pre boarding payment, wider doors on buses etc…do for the the bus segments on Guy R Brewer and Farmers? Would the time for the two end up the same? Only one of them requires an extra transfer? You’re worried about $75k for an SBS stop, but you’re not worried about the cost of the new rail service? Or the cost of adding stations so

    Adding SBS on Guy Brewer or Merrick isn’t going to provide much benefit from the bus rider’s perspective.

    I’d wager for the vast majority of residents along those two corridors who don’t live within a five minute walk of an LIRR station it would benefit them more than the LIRR shuttle. Not to mention all those making trips along the road, rather than to Jamaica and points beyond.

    How many FOIL requests do you think it would take to get the MTA and DOT to obtain this information?

    MTA can tell you how many people use the local/limited stops they’re turning into SBS stops, and how many people use the ones they don’t. Without knowing how many people see that 15 minute walk added on, it isn’t very meaningful to talk about it. Just like without knowing how many people get on a bus near a train station, you can’t know how many would get the time savings you’re talking about. Once you walk to a corridor (necessary to get on a local, limited, or SBS) you walk an average of a quarter of the distance between stops with evenly distributed trip generation, not half the distance. And trip generation isn’t even, it’s weighted towards the limited and SBS stops.

    That’s what Bogata did

    To accommodate short trips of an average of a couple miles? Or for longer distance travel? You’re not running this shuttle to midtown, remember? You want a different approach for the feeder network. There are a lot of trips that end before Jamaica too. Don’t forget about them.



    you obviously haven’t been to Bayside or Staten Island.

    Density is low in vast areas of the 5 boros



    under a blanket 2x upzoning, the highly nuanced soviet Style Central Planning differentitation would remain – only cjange would Be instead of a R-1 in Bayside for exanple, it would Be R-2.

    In CBD FARs of 10 would become 20.

    The City would still have significant differentiation between neighborhoods.

    Soviet Style Central Planning had been tried and tweaked in NYC for 80 years. The result is a extreme housing shortage which hurts The Working poor.

    blanket 2x upzoning of The entire city would do more for the NYC working poor in 3 years than the last 80 years of Soviet style central planning


    Jeselle Arce

    I thank you for this post.



    I think it would be appropriate to define what should be before offering counter examples. My goal would be that a person within 1/2 mile of a rail station should be expected to walk to it. That would be the end of the story, had NYC followed the Paris Metro building example.

    Between 1/2 and 2 miles, a bike share system is the quickest solution. Buses would be the preferred mode when the distance to the rail station is more than 2 miles.

    Clearly, exceptions would have to be made for those not able to ride a bicycle. However, I believe a solution that covers 95% of the populace will yield a viable one for the remaining 5%.

    Cost and speed are the two factors for mode selection. Cost is the primary factor. It’s the reason the LIRR lost the Queens market to the IND and BMT subways between 1918 and 1936.

    The LIRR shuttle I propose would be cost neutral. There would be a free transfer at Jamaica between an LIRR shuttle and the subway for pay per ride customers.

    The bus running time between 147th and the Locust Manor station is approximately 7 minutes. The LIRR’s running time between Locust Manor and Jamaica is 6 minutes bringing the total running time up to 13 minutes. The scheduled running time for the bus between 147th Ave and Jamaica Center is 23 minutes.

    That’s a 10 minute savings at no additional cost. People will catch on.

    There are 4 tracks coming from the east into Jamaica: 2 on the main line, one each on the Atlantic and Montauk branches. There are 2 tracks leading to Penn Sta on the main line and 1 on the Atlantic Branch to Brooklyn. The Montauk Branch to LIC was never electrified north of the Glendale Junction and the LIRR’S vandalism removed the signals, when it transferred the tracks to NY&A.

    As I noted, the Atlantic Branch connection to Brooklyn will be severed, when ESA comes on board. That leaves 4 tracks merging into 2 tracks main line tracks west of Jamaica. That should be a pretty good start to justifying my statement regarding lack of capacity west of Jamaica.

    Here are some inconvenient truths regarding BRT. The MTA scheduled 43,863 local bus trips, 3417 ltd bus trips and 2803 sbs bus trips on 6/29/2016. The average speed for these services were: 8.08, 7.75 and 9.83 mph for the local, limited and sbs buses. That’s right, locals were faster than the limiteds. The average distance between bus stops is: 0.16 mi; 0.24 mi and 0.44 mi for the locals, limiteds and sbs buses respectively. This information is derived from the MTA’s published digital schedules.

    Let’s assume a person rides a bus for a typical 2.0 miles and has to walk half the distance between bus stops @ 3mph. What’s the total travel time, disregarding wait time? Answer: 16:27; 17:53 and 16:36 for the local, limited and sbs buses, respectively.

    How many FOIL requests do you think it would take to get the MTA and DOT to obtain this information?

    Adding SBS on Guy Brewer or Merrick isn’t going to provide much benefit from the bus rider’s perspective. N.B. each SBS stop costs approximately $75K for the pre-payment machinery. Cutting costs means keeping SBS stops to a bare minimum. This negates its travel speed advantage.

    The only way to increase travel speed is something that’s completely separated from the street grid. That’s what Bogata did on expressways that are wider than the LIE. It does not matter whether the vehicle rides on steel rails or asphalt. The LIRR is already there. I propose to more fully utilize its potential.


    Joe R.

    My own preference is to take Union Turnpike to Main Street, hang a left, then take Main to Queens Blvd. I wasn’t even aware of the bike lane on Jewel near the park, not having been there in years, but it probably only makes things marginally better. My usual method crossing Jewel there was to build up as much speed as possible on the downgrade to hopefully carry me up the hill fast enough so I didn’t have cars up my ass. If I was lucky I’d hit the light on the GCP service road on green so I could use some leftover momentum to get me up the hill after the light. If not, then it’s a strenuous slog up. Main Street avoids all that, albeit at the expense of adding maybe a mile to an east-west Queens trip.



    Or fined or imprisoned or etc.
    The state has many ways to compel compliance with all sorts of safety regulations.
    The main problem is that the NYPD is completely disinterested to pursuing any of those routes. (until someone gets killed and there is a ticket blitz for a week or two).



    “then these companies ought to be held to some reasonable standards”
    I don’t remember saying that they should not be held to any standards.
    That, my friend – is what we call a straw man.
    I’m for standards and enforcement by when you say “cheesy pirates running their rickety deathtrap vans” I know you aren’t actually interested in a reasonable discussion. I’ve been in rickety, poorly driven vans. I’ve been in safe, insured, safely and professionally driven vans. The goal should be promoting the later and punishing the former.
    Unless you simply believe that the state should have a monopoly on all intra-urban transportation dollars. In that case, why not take over all yellow cabs and simply make cabbies employees of the TLC?



    that lane is sooooo useful, even when one is not going to the park. Jewel Avenue as a means of crossing between eastern and western Queens has been transformed by that bike lane.

    Jewel can still get uncomfortable around the highway ramps. I wonder how bike counts have changed, I’m not sure it’s transformed bikes as a transportation method for east-west queens trips for all that many people. Depending where I’m going I still prefer from the east entering the park north of the LIE and leaving it along 111 or the 62nd overpass, or skipping the park entirely and taking main/parsons/164 over the GC, and Hoover to cross the Van Wyck and Queens Blvd. West of QB the ~40 foot climb over 750 feet with no bike lane can be a bit annoying after a long ride, or if you’re a new rider. Always the sidewalk to walk up I guess.