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    What about children or very short people? Racks atop. All intersections should be daylighted.



    Van Brunt Street at Dikeman Street, Brooklyn has bike parking at the corner like that.

    On Park Avenue in Manhattan between 26th and 27th you have a bike corral midblock.

    No right turns, so it only blocks visibility for those who want to see if traffic going straight on Park ave is going to stop at the red light/safe to jaywalk.

    The one at the Park slope armory is in the middle of a long ~ 800 foot block.

    On E60 there’s one maybe a hundred feet east of Madison Avenue.

    In the August 2014 streetview on Madison looking down E60 you can see a truck parked at the corner with the bike corral in the background. Would be more comfortable to cross if the bike corral and truck switched spots. In Aug. 2013 you some cones at the corner, looked like it would be less stressful to cross like that, with the better visibility.



    Yes. They’re finally done fixing the initial stretch from soho to Chinatown. It’s actually quite nice now.



    It could, if we push DOT and—in response to the vocal minority who make a fuss about removing parking spots—make it clear we don’t care about removing spots at corners, at least



    Waiting off the curb makes you MORE visible to cars, especially at night. Ugh, some of these pols.


    Mark Walker

    Cars are bad enough in this regard but SUVs are worse. You’d have to be a giant, or have the power of levitation, to see over one of those things.



    The City could at least ban trucks, vans, buses and SUVs from corner spots.



    I have two bikes a beater and a road bike. So how I lock is based on which bike I have. However, I always use a chain lock and a very tough Kryptonite U-lock.

    With the beater I put the Ulock through the rear triangle as well as the wheel and the chain through the front wheel and around whatever I lock to. With the road bike I take the front wheel off and put the chain and Ulock through that and then I weave the chain through as well. If I’m gone for more then four or five hours I carry the wheel in with me. once my bike is locked I give several strong tugs on both it and the object I locked to in order to ensure that it’s secure.

    I try not to park in the same place everyday but in front of one of my school’s building it is unavoidable. I’ve never had a bike nor a wheel stolen in 3 years of commuting by bike. I view locking my bike as not preventing it’s theft but making it so annoying that the thief goes to another less secured bike. I also try to lock up around less secure bikes.



    It’s like CompStat doesn’t exist.


    Simon Phearson

    How much theft do you have to deal with? How far do you go with anti-theft measures? Do you park in the same spot every day?

    All-day street parking would definitely simplify things. I’m just paranoid I’ll lose a seat, my brakepads, and my handlebar the first day I try it.



    I see trucks and buses get stuck all the time because of this. Even fire trucks! Its not the street width, its the street use!



    It leads to blocked crosswalks very often as well. Daylighting our intersections would be a real Vision Zero policy but as you said, its not going to happen in any comprehensive way in New York.



    It’s terrible that a life was lost but the lighting in the area was poor and the bus was only going 3mph on the turn. The operator was not reckless.


    Aunt Bike

    It is. The people who jumped on the MTA’s “#LetsBePerfect” threat to slow service should read it.

    It points out something very, very important. The MTA was ineffective at making pedestrians safe from bus drivers. The TWU was downright on the drivers side. It takes a law like Right Of Way to make badly needed changes.


    Andres Dee

    What’s sad is that snooty Manhattan apartment buildings seem to get away with keeping their entranceways clear with their “please don’t block” placards.


    Robert Wright

    A variant on this problem, incidentally, is the “mixing zones” along some segregated bike lanes. Because drivers expect to be able to park near the corners, many park or stop to make deliveries in the hatched areas at the start of the mixing zones. It’s horrifically dangerous. The parked vehicle makes it impossible for a cyclist to see vehicles that are about to swing across his/her path. The obstruction makes turning vehicles turn at a sharper angle from further out in the road, making it harder for vehicles to see cyclists and yield if there’s someone in the bike lane. Needless to say, I’ve never seen police take any interest in this issue.



    This for sure causes deaths. No doubt about it. It’s at the absolute critical point. Just inexcusable.


    Robert Wright

    Having done most of my urban cycling in London, I was shocked when I came to New York at the appalling visibility at many intersections, which in main part stems from this rule. It leads drivers to pull out further from side streets than they safely should, in order to see. It makes it hard for pedestrians to see dangers and, as Aunt Bike notes, leads pedestrians to wait to cross standing off the curb.

    The striking thing, however, isn’t that this happens but that there’s even any debate about whether this clearly dangerous practice should end. It ought to be stopped tomorrow and, if it were, there would probably be 20 or so fewer road deaths this year. The scandal is that we all know that’s not going to happen.


    Joe R.

    There would obviously be an uproar, but seriously how can NYC prioritize car storage over safety? It’s bad enough the car owners using these spaces aren’t paying for them. It gets worse when you think people are getting hurt or killed because of it. If we changed the rule, all we’re really doing is not allowing something which never should have been allowed in the first place.



    Fuck cars. If you want to rely on your car, move to the suburbs.


    M to the I

    Funny enough, in my neighborhood, after repaving streets, DOT repainted crosswalks around cars that were parked in the crosswalk area when they were working and never came back to finish the job. So now we have cars parked not even right up to the crosswalk but in the crosswalk at corners.



    “Daylighted corners can be painted, protected with flex-posts, or used for bike parking.”

    Flex posts and bike parking are good solutions, but paint alone doesn’t cut it. This is exactly the problem with DOT moving Slow Zone signage to the sidewalks – they remove the gateway treatment from the Slow Zone, which is *the* thing that causes drivers to slow down as they enter. Just removing cars at the corners and replacing them with paint allows drivers to take turns faster. So even if they can see a bit more, I wonder if the benefits of increased visibility are diminished by increased speeds and decreased reaction times.


    Andres Dee

    “Silly pededestrian! Can’t you see I’m a Cadillac?” Don’t you know who I am? Don’t you realize who I know?”


    Joe R.

    I’ve experienced this problem locally. School buses park overnight in front of the local school in the spot right next to the crosswalk. This makes seeing cars coming down 164th Street impossible until you’re far enough out so they can hit you. Moreover, it totally blocks the view of people crossing from turning vehicles. NYC should prohibit parking within at least 25 feet of a crosswalk, better yet 50. The resulting daylighting would allow removal of quite a few traffic signals which now exist for no other reason than because the intersection has poor lines of sight solely due to allowing parking right up to the crosswalk.

    Sure, this means less curbside parking but that’s a good thing. I may not favor curbside parking at all, but even those who support it lose credibility when they favor parking over safety. If parking blocks lines of sight, regardless of whether or not a traffic signal exists at that location, it has to go. I don’t know about anyone else but I refuse to blindly cross a street, depending 100% for my safety on drivers complying with a red light. That’s a great way to get killed. I like to see what’s coming.



    That letter is just heartbreaking.



    While I support this in theory, imagine the uproar (from drivers and the tabloids) if this got serious consideration. You’re talking about removing thousands of parking spots in one fell swoop (or tens of thousands).

    I think a more prudent approach is aggressively using daylighting as a tool whenever changes are being considered, or where daylighting is an obvious fix.


    Aunt Bike

    Sent this to NY Assembly member Denny Farrell, who complained to Mayor de Blasio this week about the hazard of pedestrians waiting off the curb to cross…not that that has anything to do with pedestrians being run over in crosswalks.


    Joe R.

    Sometimes they can depending upon what’s next to them. Someone I knew lived in a building where the elevator was next to a garbage chute. The space was used for a larger elevator. I’m not sure if older buildings need to comply, but NYC buildings 5 stories or higher require an elevator which accommodates a 24×76 inch ambulence stretcher:

    Obviously that makes them large enough to roll a bike in.



    I assumed all states banned parking within 10 feet of an intersection. Many do 15 or 20.

    Aside from visibility and pedestrian safety, theres also the commerce angle. Parking near intersections makes it much harder for delivery vehicles to make their turns, and they can get stuck.

    New Brunswick, in New Jersey, has been deploying those orange posts at dozens of intersections

    Some have been upgraded to work as bike parking too



    One more thing: in many buildings it’s not even possible to take the stairs from the ground floor, because all the stairs lead to one-way emergency exits.

    (OK, it *is* possible if someone opens the emergency exit for you from inside, or if you go in and prop it open while leaving your bike outside. But that’s hardly a reasonable expectation in my opinion.)


    Andres Dee

    I did not realize that elevators in existing buildings can be expanded.


    Joe R.

    That might be a valid reason but it’s rare these days to find elevators so small a bike would need to be held vertically, although I suppose some still exist. Those same elevators would also have difficulty with SUV sized strollers, making it likely they would have been replaced with larger ones.


    Andres Dee

    It may be that many elevators are too narrow to accommodate bikes without raising them on their hind legs, which then risks nicks to the walls from various metal outcroppings. Elevator and corridor walls require pretty constant maintenance to not look shabby. I’ve lived & worked in buildings where management do and don’t commit to touch-ups and the difference is significant.


    Andres Dee

    Hey, pededestrian! Always look out for turning vehicles, even when it’s your light. Do not cross until all vehicles have stopped for you. If vehicles are moving, wait for the next light. If you can’t get anywhere, please go out and buy yourself a car, so you can get places. If you can’t afford a car, please move back in with your folks. If you’re too old to drive, move in with your kids or to a senior home.


    Joe R.

    Maybe I might understand the ire about bikes in an office building elevator, and then only if they’re present during peak times. Most of the day they should be a non issue. I totally don’t get why bikes aren’t allowed in elevators in some residential buildings. It’s rare to never the elevator is so crowded the bike represents a problem. If it is, then the person with the bike can always wait for an emptier elevator. The reasons about grime are nonsense because they also apply to strollers or shoes. This bill is a great thing even though I don’t live in an apartment building. If I ever visit friends who do, I don’t have to worry about maybe needing to lug my bike up 10 or 20 flights of stairs.


    Andres Dee

    You had me at “puppies”.

    (In real life, Andres loves puppies.)


    Andres Dee

    “Your bike will scratch the walls and track mud & poop on the rugs. The carriages and suitcases? Because they’re all doing something important. You, with your bicycle are just some weirdo in spandex. You’re not important and you’re not going anywhere important.” (/sarc)



    About damn time!



    This! If you can bring your freaking double stroller in then I should be allowed to bring my bike in.



    Its possible that more people lock their bikes up outside. That’s what I do.



    Strollers are typically perceived as necessary. Plenty of people hate strollers (google “stroller mafia” or “stroller nazis”), but they realize that outright banning strollers from elevators is not going to be politically possible.

    Suitcases are typically perceived as occasional, as most people don’t travel every day (and those who do usually don’t have big suitcases), so they are easier to tolerate.

    Scooters are small and can be carried.

    In contrast, bikes are huge, unnecessary toys that take too much space in the elevator! Their wheels begrime the walls they touch! Bikes can fall and crush innocent puppies!

    OK, I’m exaggerating. But I think there is some reason for people to be annoyed if your bike takes half the elevator car during rush hour. That’s why I always let “pedestrians” take the elevator first when I have my bike with me.

    People sometimes complain that bikes will also begrime the floor, but that argument is absolutely ridiculous as they don’t begrime significantly more than any of the other objects you mentioned (or shoes, for that matter).


    Cold Shoaler

    I usually ride on the Hudson River Greenway for most of the distance I commute in Manhattan. As I’ve grown weary of the cold headwinds in the morning at this point in the winter, I’ve been opting for the Hudson St/8th Ave ‘bike lane.’ While I do ride elsewhere on the streets of the CBD, it’s been a while since I’ve repeatedly put in several miles at a stretch. I have to say it’s been quite depressing. This infrastructure really is just pathetic.

    I suppose I should be grateful that we have “Protected Bicycle Paths” and “Bike Lanes” at all, but they’re essentially unusable for more than a couple blocks at a time. What is the point of having a bike lane if it’s so full of shit-that-isn’t-a-bike* that one can’t actually ride a bike through it? They should just erase these things from the “bicycle map” until DOT does something different.

    *ice, garbage, cars, trucks, armored trucks, ConEd trucks, garbage trucks, boxes, boxes on hand trucks, traffic cones, mixing zones every 500′


    joe shabadoo

    never understood why bikes are so offensive but strollers, rolling suitcases, razr scooters, etc. are fine.


    J P

    Absolutely agree – as a longtime Astoria resident who recently moved to 21st street, I’m shocked by a) how dangerous the street is (witnessed multiple accidents and almost been clipped by a car while crossing with the light) and b) how much transit potential it has. The express q100 is such a great conduit to the Queensbridge/Queensboro stops that I’ve pretty much given up taking the N/Q. A dedicated bus lane would make it even better, and probably safer too – people drive so fast that streetside parking shouldn’t even be allowed.


    Joe R.

    Not to mention that the lanes on 1st and 2nd are problematic even putting aside the gaps. You have the stupid mixing zones instead of just outright banning turns on all but major streets (an approach which would also benefit pedestrians). And then you have traffic signals every 250′. Closing off the minor side streets to thru traffic on the side with the bike lane could mean eliminating the traffic signals (in the bike lane only, not the car lanes) for the entire stretches between major cross streets. That gives ~10 block runs where a cyclist won’t encounter a red light. That’s good, but then you can put bridges over the major cross streets to make a continuous run with no red lights. It would be nice if a cyclist could go all the way from Harlem to lower Manhattan without stopping. That plus safety would get a lot of people riding.

    The bottom line is slapping paint on the street, even if it results in a protected bike lane, doesn’t mean squat unless you make other changes to the street to make it more favorable to cycling. Of course, it’s even more important to make sure there are no gaps. 10 blocks of great bike infrastructure surrounded by a hostile car sewer won’t attract all that many new cyclists.



    Re: Hutch Metro and MetroNorth in Bronx stories. Thanks to Streetsblog for highlighting the contradictions in these huge investments of private and public monies. The real irony is that the reporter, same person for both stories, doesn’t draw this out. Can someone with expertise in TOD please give this reporter a call?



    I would like to see all the wide avenues in Manhattan reconfigured like 1st and 2nd Avenue.

    1st and 2nd are great examples of the non-comprehensiveness of the network today. There’s long stretches in Midtown with A LOT of auto traffic where you have to “take the lane”. This will not allow more than a tiny percentage of people (currently 1.3%) to bike in the city.



    Putting a real protected lane on Houston is exactly what encourages people to bike. In Dutch standards the infrastructure used largely depends on the level of auto traffic, and Houston would require fully segregated bike infrastructure.

    Taking Stanton to Allen is not protected the whole way and requires you to “take the lane” mixing with left turning cars for the final block of Allen, before crossing a massive and poorly marked intersection to find your way to the left-side protected lane on 1st. Its pretty bad.



    Agreed about Jay, but there really isn’t a need for a lane on Houston when you’ve got a lane on a much more bike-friendly Stanton Street a block away. Not to mention that putting a lane on a traffic sewer like Houston isn’t going to encourage anyone new to bike.



    I’m happy to see this push for making the street safer for all users.


    I just don’t understand why the city fails to establish a comprehensive network of protected bicycle lanes? I would like to see all the wide avenues in Manhattan reconfigured like 1st and 2nd Avenue. I would also like these networks to extend far beyond the city’s core. Why doesn’t the 1st Ave protected bicycle lane continue onto Willis Avenue for example? What about the Grand Concourse and Southern Blvd?

    The city should promote these as complete streets. Mentioning the bicycle lanes but emphasizing the improvements to pedestrian and driver safety first. The city should always introduce protected lanes where applicable when considering a reconfiguration. That’s why we need a citywide plan.

    Is there any enthusiast or organization that has created their own citywide bicycle lane plan? This is a good time considering the impending Citi Bike expansion. There’s going to be a whole lot of new cyclists on the streets following the coming expansions.

    Further, the Vision Zero safety plan will hopefully add some miles of protected lanes, but it’s just not enough proposed. This should be automatic, considered in every reconfiguration where they make sense. Hence the need for a citywide plan.