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  1.  

    AMH

    That Pershing Square building should absolutely be landmarked, but I’m not clear on what effect, if any, that would have on the subway. The building has some lovely subway entrances (which should be open 24/7). I hope people are not advocating for it to be torn down like the buildings across the street.

  2.  

    JamesR

    From the NYT piece on the Tappan Zee Bridge crane collapse:

    While most drivers hit the brakes, he said, others accelerated to avoid the crash. “You know New Yorkers,” he quipped. “Always in a hurry.”

    So let me get this straight. A crane is collapsing on to the bridge that you’re driving on and you gun it under collapsing scaffolding because you don’t want to be inconvenienced, despite the risk of life and limb to yourself and others that this poses?

    When self-driving cars have come into their own and motorists who want to continue driving manually bitch at the fact they they won’t be able to, let us remember the drivers who floored it around a collapsing bridge crane. Absolute f**kery.

  3.  

    dh_andrew

    It’s incredible to think that a common sense facility like this, that has proved tremendously successful and popular on a variety of Manhattan’s most heavily trafficked avenues, still requires such a heavy lift from the advocacy and political communities. I rode up the few blocks of this lane last night and the benefits are joyfully self evident. Here’s hoping that the day comes soon when design changes like this can be rolled out on a mass scale to all of Manhattan’s major avenues, and not just in disjointed chunks over the course of years. And this lane won’t be finished until it stretches from Vesey Street to (a permanently car-free) Central Park.

  4.  

    BBnet3000

    The open gangways lead to a better passenger spread throughout the train. Their benefit isnt only in directly carrying passengers within the gangway space.

  5.  

    Kevin Love

    From the AMNY article:

    “Gov. Andrew Cuomo, who visited the site of the collapse on Tuesday afternoon…
    After a safety inspection, Cuomo said that, while the surface damage was ‘significant,’ it was not enough to keep the bridge from reopening.”

    Kevin’s comment:
    And Cuomo’s visit to subway shutdowns that are a far more serious problem? Oh yes, missing in inaction.

    Because people in NYC are some alien species that he just does not understand.

  6.  

    Larry Littlefield

    Whether bicyclists or drivers, those who area really doing something really dangerous are harder to ticket — because they are speeding along and don’t stop.

    So the blitzes will target those moving slowly or stopped. And just tick people off.

  7.  

    Andrew

    Fine by me, as long as there’s room for them. Or, even better, put them in the roadway rather than on the sidewalk.

  8.  

    com63

    Easy solution. Make the sidewalks wider at the same time! The bollards don’t necessarily have to be the big chunky ones that are used around federal buildings. The skinny Parisian types would probably be just fine in most locations.

  9.  

    Andrew

    More a benefit to the MTA in terms of needing fewer trains for any given frequency of service, or allowing greater frequency of service with the same number of trains.

    The first is a cost savings to the MTA, not a capacity benefit.

    The second is only a capacity benefit if there wouldn’t otherwise be enough subway cars to meet loading guidelines but there is adequate track capacity to add more trains.

    The direct capacity benefit in reducing dwells is far more profound. The faster one train gets out of the station, the sooner the next one can pull in.

    To what extent is it a political (i.e. lack of funding) matter? When the MTA says it’ll take until something like 2050 to install CBTC systemwide I have to believe lack of funding has a lot to do with it. Ask them how quickly they could install CBTC if money were no object. I’ll grant that it’s still a major, highly disruptive project but it wouldn’t surprise me if it could be done by 2030 or thereabouts, with the more crowded lines done within the next few years. If DOT would cooperate, we could shut down lines completely for a few months to do the work, with the street above reserved exclusively for buses with traffic signal priority stopping at the same stops the train did.

    A fully reserved busway could carry only a small fraction of the ridership of a busy four-track subway line. You are grossly underestimating the impacts.

  10.  

    Andrew

    Yes, you can, if the train isn’t so crowded as to make such a maneuver impractical. And that’s a definite benefit. But it isn’t a capacity benefit and shouldn’t be construed as one.

  11.  

    Andrew

    Union objections. That is all, believe it or not. All but the oldest NYCT subway cars (dating from the 1970’s) are fully capable of safe one-person train operation.

    Articulation and open gangways are not the same thing. The width of the gangway depends on the radius of the tightest curve the cars need to negotiate, tunnel clearances, carbody length, and truck placement. (True articulation places the trucks underneath the gangway, permitting wider gangways at the expense of shorter cars. That’s not what we’re getting here.)

  12.  

    Andrew

    Watch out for unintended consequences. Many of our sidewalks are already too narrow for the pedestrian volumes they carry, and now you want to narrow them further?

    That said, all curbs within a three-block radius of every police station citywide should absolutely have bollards.

  13.  

    Andrew

    It’s not transportation infrastructure. Hasn’t been in many decades.

    (Don’t get me wrong – this is an absurd place for a park. But transportation infrastructure it isn’t.)

  14.  

    Andrew

    I don’t think they’re comparable.

    I do, however, think the murder of Matthew von Ohlen was quite comparable, of course on a much smaller scale, and the NYPD’s response has not been confidence-inspiring.

  15.  

    Brad Aaron

    The bike lane is a few hours old.

  16.  

    Patricia Spangler

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    Patricia Spangler

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  18.  

    Patricia Spangler

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    Patricia Spangler

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  20.  

    Patricia Spangler

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  21.  

    Greg Costikyan

    Hah. I biked this route regularly to work for 10 years, without bike lanes at all for most of the time. You kids these days, you’re gettin’ soft. You don’t know what it’s like to be caught between a panel truck and some oblivious surburbanite gaily throwing a door open in your path. I dunno, NY ain’t what it used to be.

  22.  

    kevd

    true, many people consider pedestrianized fulton street to be a blight in need or redevelopment because it serves mostly african-american clientele, even though by any objective metric it has been ENORMOUSLY successful.

    for some, if there aren’t white, creative-class yuppies with lattes, it’s a failure….

  23.  

    rao

    Yes. But that example is a bit tainted in the minds of some, unfortunately, by the history of that area and the white flight that was happening there at the time it was done. We need another example in today’s social context.

  24.  

    Miles Bader

    some of them get broken, mostly from cars mounting the curb and crashing into them, which wont happen in the subway.

    I think you underestimate drivers…. ><

  25.  

    Elizabeth F

    It will be a great day for pedestrians when this is finished, they will get a new expanded sidewalk. Just like 8th Ave.

  26.  

    AnoNYC

    Fordham Road in the Bronx could use the same treatment.

  27.  

    AnoNYC

    Isn’t that how it already works in Downtown BK, on Fulton St?

  28.  

    J

    Indeed, this is why People for Bikes is launching the Big Jump project, to get cities to actually build bike lane networks, not just bike lanes. According to the press release:
    “Everyone agrees that connected, high-comfort bikeway networks can make bicycling an ordinary part of life for many more people. But U.S. cities have a very difficult time connecting them. There always seems to be a block or two where auto parking would need to be relocated, or where an expensive stoplight or retaining wall would need to be installed. When obstacles like these arise, push comes to shove — and bike transportation often gets shoved aside.”

    http://www.peopleforbikes.org/blog/entry/the-big-jump-our-new-program-for-bike-friendly-u.s.-cities-is-open

    Slate just ran an article saying pretty much the exact same thing:
    http://www.slate.com/articles/business/metropolis/2016/07/bicycling_needs_two_things_to_be_safer_better_infrastructure_and_better.html

  29.  

    Emmily_Litella

    Well that only took 36 years!

  30.  

    Joe R.

    It’s a pleasant change to see an elected official associate foot traffic instead of parking with better business.

  31.  

    HamTech87

    In the Station Information renderings of the redone stations, there is nearby BusTime departure information. But no Citibike available bike and dock information.

  32.  

    BrandonWC

    The plan includes split phase lights for bikes/left turning cars at 14th and 23rd St

  33.  

    BBnet3000

    Hopefully it’s not done too cheaply. To see what I mean look at how the protected lane on Lafayette clashes with the high level of left-turning movements at Houston St with no separate space or signal. Is this something that extra $50 million the City Council was offering could have avoided?

  34.  

    rao

    “DOT is considering limiting access to the project area to buses, emergency vehicles and local deliveries”

    PLEASE do this and study it during construction, with an eye toward making it permanent and trying it in more places. We need a demonstration that this works.

  35.  

    Simon Phearson

    But traffic is like toothpaste, y’see. You can’t squeeze it all at once, you have to start at the bottom and squeeze as you go up. Or something.

  36.  

    JerichoWhiskey

    This is long overdue. I was there last Wednesday and it was simply ridiculous how crowded it can be.

  37.  

    Nathan Rosenquist

    Clinton Ave bike lane advocates didn’t get the memo that you have to send someone out to literally die before City Hall will overturn your community board veto.

  38.  

    Nathan Rosenquist

    There’s more reason for it to go all the way from Canal to Central Park than for it to not. After all, it already has four motor lanes that go that entire distance. Painting just a single stretch makes no sense.

  39.  

    Vooch

    nope – the state are the people that gleefully murdered Eric Garner because he didn’t pay a fifty cent tax on a loosie.

  40.  

    Vooch

    cycled this during peak Rush hour today – joyous, gobs of cyclists commuting to work, cycling politely and slowly in great big packs. One citibike gal was riding in pink high heels and looked perfectly poised. “blowing” by gridlocked motor traffic at a stately 8 MPH has its own rewards. ??

    now on to a Fifth ave PBL and extend Sixth PBL to central park

  41.  

    AnoNYC

    Are we getting all the safety enhancements?

    Would like to see speed cameras as well.

  42.  

    Eric McClure

    That was Steve Levin and Brad Lander with Brooklyn’s 4th Avenue, though Mark Levine has urged DOT action in the face of recalcitrant Community Boards, as well.

  43.  

    AMH

    Iron looks better than both stainless steel and poorly-maintained glass.

  44.  

    Kevin Love

    But Margaret Thatcher said, “There is no such thing as society.”

  45.  

    Kevin Love

    Very true.

    The moral issue is, “What is the acceptable level of death and injury due to traffic violence.” Frequent failure to answer “zero” is why I believe community boards should not be consulted on this issue.

  46.  

    Ferdinand Cesarano

    Nonsense. (And dangerous nonsense, at that.) “The state” is nothing more than us.

  47.  

    Patrick Miner

    Street safety is a moral issue too.

  48.  

    JK

    How about a little praise for CM Vacca? He took the time to write DOT urging them to override the community board. Seems like one simple criteria for automatically overriding CBs should be when the councilmember agrees with DOT that there is a safety problem — per Levine and Lander on 4th Ave in Brooklyn and other more recent examples.

  49.  

    Kevin Love

    Let’s let things like street safety be in the hands of actual traffic engineers. Let the CBs be restricted to morality issues, such as commenting on liquor licence applications.

  50.  

    Greg

    Charging a situation like this with terrorism would be completely inappropriate and a dangerous precedent for the future of unchecked projection of government power.

    I get your point. But I also know you know as well as I do that terrorism – the conscious act of inflicting violence on others for the purpose of raising fear in the populace to further political goals – has nothing to do with what happened in that car in Williamsburg. I’ve totally got your back that we as pedestrians / cyclists *are* terrified. And the ongoing institutional violent *negligence* that continues to contribute to that has a comparable outcome.

    But that’s still a very different thing from terrorism and we as a society have nothing to gain from conflating the two.