Today’s Headlines

  • Bloomberg: “I Don’t Think Anybody Would Have the Nerve to Roll Back the Bicycle Lanes” (CapNY)
  • Ticket-Fixing Beneficiaries Say Ticket-Fixing Isn’t a Problem (News)
  • Bronx Residents Clamor for Bike-Share and Bike Lanes (DNA)
  • With Eric Adams on Shirley Huntley’s Wire, Tish James May Switch to Brooklyn Beep Race (News)
  • Reason: NTSB Study of Curbside Buses Overstated Their Safety Risks
  • MTA IG: Agency Has Not Sufficiently Inspected Elevated Subway Structures (Post2nd Avenue Sagas)
  • WSJ Covers Water Street Revitalization Efforts, Including New Plazas
  • Bklyn Paper Writes Up the Mayoral Candidates’ Cluelessness on PPW
  • Proposal Persists to Merge Bridge Authority With Thruway (Times Herald-Record)
  • UWS Rental Car Garage Expected to Become Condo Development (Crain’s)
  • Brian Lehrer Talks Bicycling in Amsterdam With Author Pete Jordan (WNYC)

More headlines at Streetsblog Capitol Hill

  • ADN

    I hope Mike is right about no one having the nerve to roll back the bike lanes. Bill Thompson has a great shot at being NYC’s next mayor and Randy Mastro of Gibson Dunn & Crutcher, the law firm that did PPW and is actively pushing bike lane law suits all over the city, is deep in Thompson’s pocket. So, do the math.

  • Brad Aaron

    The DNAinfo story about Bronx cycling is exemplary. Kudos to reporter Patrick Wall for finding conflict where it actually exists: people who want to ride vs. conditions that make it difficult to do so.

  • Anonymous

    It’s like their anti-livable streets activists. Except, they’re the establishment and not grass roots.

    I wonder what’s their motivation? Parking? They think they’re fighting for the little guy? I don’t get it.

  • Anonymous
  • Bluewndrpwrmlk96

    Agreed. I think it describes the oxymoron that is the Bronx, being that obesity and other health concerns are prominent in NYC’s most park-rich borough. Atop of which, due to the economic disparity, industrialized and auto-centric infrastructure of neighborhoods south of the Cross Bronx Expwy, adds to the uninviting nature of pedestrians and cyclists in those roadways. Although the Dept of Parks is continuing to make great strides in terms of expanding the greenway system, especially near the Bronx and Harlem Rivers, there’s always room for improvement.

    A good example: the Grand Concourse, essentially the Queens Blvd of the Bronx. Why not the City fulfill their promise of transforming it into the greenway it was meant to be as per the 1993 Greenway Master Plan? I think the transformation of that particular street will show the DOT’s serious commitment of road safety and inter-modular use in the Bronx.

  • Anonymous

    Capital Bikeshare is in trouble with the feds for not paying prevailing wages. Alta’s not a big operation and if it goes far enough south that could be real trouble for them. I’d really feel a lot better if Alta seemed more ready for primetime.

  • Eddie

    I’m also worried by Alison Cohen’s curious timing for leaving Alta, at such a critical juncture for the company. It makes me think that something is going on behind the scenes that I don’t know about.

  • Jeff

    If I wanted to be a NIMBY myself, how do I get started? DOT just installed two new traffic signals a few blocks away from my house. That’s right: Intersections where all street users had to negotiate the situation through eye contact, body language, careful analysis of the situation, and so on and so forth, have been transformed into a deadly game of “beat the light”.

    Seriously. This just popped up over night. I’ve read the minutes of my community board’s most recent meetings, and I see nothing. What do I do?

  • Daphna

    The article on Chinatown buses is excellent. Velazquez and Schumer should be ashamed of themselves for putting out of business viable and useful bus lines that gave consumers choice. People liked the low price and the convenience of the frequency of departures. shows that the “safety” study completely mixed up which buses were conventional buses that stopped at gates in bus terminals and which were buses that stopped curbside. 30 of the 37 accidents of curbside buses they studied turned out not to have been curbside buses at all. Argh! And that study screwed up other statistics too. Nothing they found was actually statistically significant when analyzed properly yet they claimed 7 times (700%) more danger posed. Ugh. This is sad that viable business that provided a service that consumers wanted was shut down by politicians over a study that was inept in every way.

  • Guest

    It certainly looks like there was a problem with the study.

    However, my understanding is that individual companies were shut down following inspections of their specific buses, maintenance records, driver training, etc.

  • Guest

    Maybe you should appreciate the fact that the cars are more predictable now, and you don’t have to try interpreting the “body language” of a driver who thinks yielding to pedestrians is for wimps.

  • Guest

    Something seems a little nutty here… Some parts of the city keep pushing back against livable streets projects, but they keep getting them. Meanwhile, it seems like all the stories out of Harlem and The Bronx sound like they want the improvements and can’t get them.

  • Joe R.

    You could try asking if these traffic lights have appropriate warrants based on traffic volume and other federal guidelines. If they don’t, but were installed anyway because of community board pressure, then there might be a process to have them removed. Once I can find out the process, there’s at least 50 lights installed in the last decade in my area which I would try to get removed. Also, if the city installs traffic signals, it should be required to install pedestrian and vehicle sensors. Lights on major arterials shouldn’t go red unless something is actually crossing. That would stop the idiotic game of “beat the light”. Despite what some ignorant community board members may think, traffic signals are not a traffic calming device. All poorly synchronized signals and/or signals which go red at empty intersections accomplish is to make drivers more frustrated and more reckless.

  • Miles Bader

    … but keep in mind that, despite their name, are auto/oil-industry shills.

    They like buses because they’re the form of mass transit least removed from a private-auto-centric transportation system, but they’re no friend of livable streets, and you should take anything they put out with a grain of salt…

  • Anonymous

    Accepting Reason’s analysis requires accepting, among many other things, that business about 30 out of 37 accidents not being curbside buses. And given the comically biased attitude toward reality that Reason shows toward everything else, I find such a huge discrepancy hard to swallow, especially since the spreadsheet they give summarizing their findings doesn’t (a) spell out the information about the fatalities very clearly or (b) contrast the information with what the NTSB supposedly used.

    And near as I can tell, what “Chinatown buses” mostly bring to the transit scene are dangerous parking and driving, mixed at times with sanitary conditions that seem designed to bring on a biblical plague. I’ll take fully licensed, generally law-abiding transit over “choices” like those.

  • Anonymous

    I haven’t checked the 30/37 claim, but I did look at the NTSB report, and it is actually quite measured in its conclusions, and to their credit they do show the error bars. What is laughable is the claim perpetuated by the media that one can tell with any degree of confidence that curbside operators are “seven times more deadly”. The comparison is roughly between 1.4 +/- 1.4 and 0.2 +/- 0.2 (this are the fatal crash rates per 100 vehicles). That is, noise divided by noise.