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    The vast majority of PABT customers aren’t going anywhere near the HBLR though. The PABT-bound NJTransit bus network does have some major spines, but one of its features is that it disburses all over different parts of North Jersey, and most people have a 1-seat ride– they walk from their house to the bus and take that straight in to PABT.


    Stephen Smith

    From the people of Twitter, a request: make a Twitter account! Join us! You always leave such great comments…

    - @marketurbanism


    Anxiously Awaiting Bikeshare

    I just don’t see how the marginal benefit of 1,000 more cops would reduce any of the following more than the money being spent elsewhere (as noted in parenthesis)

    Crime (Subsidized daycare, pre-k, after-school programs; local gvt supplement to SNAP)
    Traffic Violence (traffic calming infrastructure, more frequent subways off-hours).





    Traffic violence?

    Oh, you mean the occasional accident? Happens, unfortunately. But not to me, cause I know how to ride here.

    Stick around, noobie, you might figure it out.



    Keep the existing terminal more or less as it is, but run HBLR to PABT through the Lincoln Tunnel? Once you’re serving 400,000 people at one station it’s time to start railstituting some services.



    Would it be safe to assume lots of local opposition is expected?Proponents of SBS have plenty of concrete evidence of its success on their side. Its been running fine in the Bronx for several years, and in more recent years in Manhattan. Any doom and gloom predictions have not materialized. Bus lane enforcement is not 100% but just off board pre payment alone is a big improvement in travel time.



    I can see your point. The city doesn’t want people to view Grand Concourse as a Bx version of the West Side Hwy, moving traffic at near highway speeds on a hybrid local/hwy throughfare. The problem to me is that’s exactly how its built. In the end I think its all pointless unless there is consistent enforcement, not just a 1 day ticket blitz every couple months. Ny’ers are not ones prone to obeying traffic laws just because a sign says so.


    Chicken Underwear

    The more I think about this the less happy I am.

    The lot itself is not that horrible. But the fact that so many cars are going to be crossing the Park Drive is really bad. Is there a traffic light there? Will they stop? Will cyclists and runners on the Park Drive stop when the cars have a green? This is gonna be really bad.


    Larry Littlefield

    Good God, MORE cops? We have 2.8 times the number of police officers relative to population as the U.S. average, and more retired cops than cops on the job. We can’t afford that many, and certainly cannot afford any more.


    Patrick O'Hara

    Judging how poorly most American motorists handle the few roundabouts we have, I would imagine more of them would only make things worse before they get better.


    Patrick O'Hara

    The MTA has to keep a hard line with the LIRR unions. The TWU deal is less than what the UTU wants, but it’s still way more than they should be getting. Things like reform of archaic work rules is critical.



    Dead ending a street for vehicles sounds nice. With a free pass for cyclists in all directions, naturally.



    This is a very common situation in Europe.
    How about a ROUNDABOUT? With visible pedestrian crossings of course.

    (with small enough turning radius it would also slow vehicles, which is good for pedestrians)



    Yeah, if you’re gonna have a brute squad, much better it be on bike!

    They want to hire 1,000 more cops because we don’t have thousands of thousands of cops who could start just paying attention to traffic violence on their routine shifts? I guess the ones already there think they’re too good for such, ahem, police work.



    I don’t think this plan will work. The intersection has too many roads intersecting. The DOT needs to dead end one of those roads before the intersection. I cross Myrtle Ave everyday and where I cross it it has little traffic. Was this considered?


    Andres Dee

    Without road diets, streets like this are likely to continue to feature fast and aggressive driving. Enforcement will have drivers crying “speed trap”.


    Andres Dee

    Intersections like this one allow drivers to make right turns at relatively high speed, often with poor visibiliy (or without regard) for people crossing at the far side. IMHO, the only way to change this is to make it impossible to speed and bully, or, through consistent enforcement, impress on drivers that their actions come with a price tag. I don’t see how paint or signsge will achieve this, certainly not long term.



    There are better ways to solve that problem. We could add metered parking on Ocean Ave which would get you closer to the skating rink than the planned parking lot and would also solve a problem for residents of Ocean Ave who have trouble with loading and unloading. We could also add rental lockers at the skating rink so a lot of that hockey equipment could be stored on site.



    I fantasize about getting a cargo bike, but unfortunately I don’t have where to put it. I wouldn’t want to leave it on the street, and I don’t think it would fit in my building’s elevator (and that’s assuming I find a good spot to put it at home). I don’t have a car, but ironically it would be easier to find a place to store one safely!

    The good news is, I don’t play hockey.


    Jonathan R

    Kevin, what kind of cargo bike are you talking about? The Easton E300 36 x 16 x 16 Hockey Wheel bag, for instance, would take up the entire standard Bullitt cargo bike box, which is 28″ long, 15″ high, 19.5″ wide, and still hang out over the front wheel.


    Jonathan R




    Due to the particular structure of the roads and railroads in that area, it seems like most of the bridge-bound traffic for that stretch is likely to be using the Long Island Expressway and Brooklyn-Queens Expressway. I don’t really support urban expressways, but *you already have them*, so why not use them. Van Dam St. might get more traffic; I wouldn’t expect any other local street in the area to get more.

    Don’t worry about the cross streets; they’re OK, because they’re narrow.

    If you reduce the number of traffic lanes on Queens Boulevard enough, the trucks will stop speeding. They speed because there are too damn many traffic lanes, which are all empty, which is an invitation to speed.



    (1) Double (or more) he sidewalk widths.
    (2) Build protected bike lanes.
    (3) Make the avenues two-way.
    The results would be fairly spectacular.

    Might be a step too far for the motorheads at this point, though.



    In Ye Olden Days, the private land developers understood that their suburbs were dependent on the cities. The streetcar suburbs were definitely designed as schemes for private land developers to profit by, but the same developers made sure to upgrade the downtowns of the cities they were building suburbs for — you don’t build a nice streetcar line to the suburbs without building a nice downtown streetcar line.

    Something got much worse when the auto-centric suburbs started being built.



    It is pretty terrible news, isn’t it.

    The suburbs are also depopulating, so I wouldn’t expect to see DC or Albany spending more money to prop them up. The bigger problem is that the entire country is watching its public education system circle the drain. An uneducated populace is a bad thing.


    Kevin Love

    Even the most bulky of hockey equipment will take only a fraction of the cargo space on a typical cargo bike.



    True, and there are several other good examples (1st Ave between 59th & 61st). Indeed, I think that as roadway space gets constricted, speed limits are reduced and better enforced, and biking infrastructure and transit service improve, driving will become even less appealing, bringing down traffic volumes to a point where gaps in infrastructure can be filled.

    However, this is a fairly slow approach, and does not address the flawed value structure of this type of decision-making which places maintaining traffic flow and parking above the safety and mobility of everyone else.


    Ben Fried

    The pattern so far is that DOT is doing these arterial signals-and-signs projects where local electeds are on board with them, without going to CBs. But for projects that involve physical infrastructure changes DOT is still asking for votes from CBs.


    Ian Turner

    I think his comment makes more sense if you read “happy” as “willing”. Obviously most individuals would be happier to shift the costs of their behavior onto others.





    Did the CB’s vote for the 25mph zone? What was the vote? How long was the process? If no, how did it work? Candidate de Blasio’s rhetoric seemed to invite paralysis by giving the CBs a veto or requiring an impossible amount of process, but DOT seems to be going as rapidly here as it did under Sadik-Khan. Like to hear some insight from Sblog on how the CB process is working with Vision Zero.



    I also really liked Eric’s comment, “Get in the cab and state upfront, ‘I tip based on safe driving.” I would then add, “And I really want to be able to tip you!” Don’t even be timid about what this means, safe speeds (name the speed), yielding to pedestrians and giving space to cyclists.
    I have asked drivers to slow down, and most of the time, they are glad to accommodate. One even said back, “I prefer to drive this way!”
    Vision Zero success is directly related to the effort from every person that uses the streets, no matter how many ways we use them.


    Jonathan R

    Perhaps you are referring to some idealized kind of “people” in this comment. I think parking for free would make motorists happier than paying for parking.

    But constructing a 120-spot parking lot in the middle of Prospect Park ought to anger the majority of Brooklynites, who don’t have cars, more.



    Which is why I’m sure people would be happy to pay for parking, given the oppressive nature of hauling hockey equipment, if only the PPA had the courage to charge for it.


    Jonathan R

    To arrive at 5:45 am, it’s 12 minutes to the rink by car from Cranberry St, 40-45 minutes by bus or subway. Again, sounds like ample reason to drive, whether for hockey or figure skating.

    My opinion is that sports which demand private auto transport are not really suited to the urban environment, but that’s neither here nor there. The rink has been built, and parents will want to drive their kids there for early morning skating.



    Ice hockey is pursued by a minority of the people who use the rink. For the most part it’s figure skating and other activities that only require a pair of skates. Lots of people rent skates on site.

    There’s very little reason to incentivize driving here. You could just as well argue that all of the ball fields should have parking because Little League coaches need to carry lots of bats, balls, and bases. Do we need parking at the barbecue areas so people can bring their coolers and picnic supplies? What about people who have to drive from places and bring their bikes to do laps. Do they get parking?

    It’s a park. People have figured out how to get to it for decades without a car.


    Anxiously Awaiting Bikeshare

    Pretty interesting Supreme Court case decided today as it relates to pulling a car over for behavior an officer did not personally witness. The majority basically says that a detailed and immediate tip to 911 of being run off the road is sufficient to pull a car over to investigate drunk driving.


    Jonathan R

    Ice hockey indicates lots of bulky equipment and early morning practices. Sounds like ample reason to drive.


    Larry Littlefield

    The “illions” problem. $6 million sounds like a lot of money, but it isn’t in the context of something as big as the MTA or the TWU. It is $176 per worker in total.

    What is big? Debt, pensions, retiree health care.



    Plus the parking is free! You would think that the PPA could justify charging for parking to a) minimize the number of people who drive to a park that’s surrounded by public transportation and b) fund maintenance and repair costs caused by cars in the park.

    No one, save perhaps the handicapped, should be allowed to drive to a park facility.


    Jonathan R

    Prefer ending the auto invasion of Manhattan.



    Today is Earth Day. Could there be a better way for our city to commemorate it than to finally end the auto invasion of these two great parks and restore them to their originally intended users?



    The Alliance is replacing the parking lot that Robert Moses built in 1959 (since demolished). Iris Weinshall is on the board and is running for the chair position. I’m guessing the board just has a lot of rich old white folk who think there is some constituency for this atrocity outside they membership.


    Chicken Underwear




    What idiot thought this was a good idea?! A parking lot in a park surrounded by 9 train lines and 3 bus lines? Really WTF?!



    They’re doing some work on the Eastern side of the loop and they’ve reduced the size of both the walking lane and the bike lane. They should end car hours at least until the construction ends.


    Eric McClure

    When the Prospect Park drives were closed for a month and a half following Hurricane Sandy, there was nary a peep about carmagedon, because no one noticed. Time to allow humans to use the park drives full time, sans cars.


    Calvert Vaux

    We should not settle for another partial summer closing of Central Park. Every major player now supports a car-free park or a complete closing on a trial basis: the mayor, the City Council speaker, the chair of the Council’s Parks committee, the Council Member whose district encompasses the park, the Upper East Side Council Member whose district borders the park, the Manhattan Borough President, and all of Manhattan’s community boards. It doesn’t get any better than this. What are they waiting for — Robert Moses to rise from the grave and give it his blessing?



    NYPD really leadin’ the way on Vision Zero!

    3 DUIs in just over a day?
    Oh, yeah, and this: