Today’s Headlines

  • Can’t Say It Enough: The Port Authority’s Airport Rail Projects Stink (Crain’s)
  • New Midtown Bus Terminal a Top Priority for Christie Challenger Phil Murphy (Politico)
  • MTA Will Extend Q52 to the Densest Part of the Rockaways (QChron)
  • QChron Files a Dispatch From DOT’s Transit Planning Workshop in Ridgewood
  • Yellow Cab Revenue Fell 25 Percent in Four Years (Crain’s)
  • TA, Families for Safe Streets, and the Origins of Vision Zero in NYC (Governing)
  • If Not for Cameras, Enforcement of the Speed Limit Would Be Almost Nonexistent (Post)
  • Minivan Driver Crashes Into Store on Grand Concourse, Injuring One; No Summons (News)
  • Brooklyn CB 6 Committee Didn’t Muster a Majority to Vote for the Amity Street Wiggle (Bklyner)
  • Paging DDC: Bay Ridge Step Street Falling Apart (Bklyn Paper)

Streetsblog NYC will be on an abbreviated schedule in observance of Presidents’ Day.

  • bolwerk

    Christie challenger? Isn’t Christie term limited? Murphy just a typically obtuse NJ gubernatorial candidate.

    This applies to NY too, but here’s what northern NJ needs: a governor that actually has a vision about expanding transit links between Manhattan and the densest parts of northern NJ.

  • FedUp

    Wish people would stop saying buses aren’t transit. You’re lucky enough to afford a hone close to a train, goodie for you. Stop crapping on those who rely on buses.

  • bolwerk

    Who said buses aren’t transit?

  • Kevin Love

    The Streetsblog headline writer is right on the money with, “If Not for Cameras, Enforcement of the Speed Limit Would Be Almost Nonexistent.”

    In 2016, the cameras recorded 1,393,838 violations in school zones only. In the same year, NYPD ticketed 137,260 violators in all of NYC. That’s an entire order of magnitude more for the cameras!

    Not only that, but the cameras really, really don’t care about anyone’s racial or ethnic origins. And I have never seen a camera overlook the wrongdoing of another camera. That’s a big step up from NYPD.

  • Anyone who uses the term “transit desert” for any places in Queens. (But I am not sure who is saying that here regarding New Jersey.)

  • bolwerk

    Not sure I agree that is what people who point to transit deserts in Queens are saying, but I’d say every borough has what could be termed transit deserts as defined by low frequency or bad connectivity to the rest of the city.

    Queens has much better outside connectivity than the similar dense portion of NJ across the Hudson. In terms of direct CBD connections, 4 rail (Astoria, Flushing, and two QB-related links), 1 bus. Myrtle and Fulton Lines connect Queens indirectly, so that’s two more (7) to the CBD. The J offers connectivity to Manhattan, but not directly to the CBD (8). Even the L clips Queens around Wyckoff (9). That’s not even counting the indirect options many in Queens have to get to points all over the city (e.g., the G Train and some bus connections into Brooklyn and The Bronx).

    New Jersey has three direct CBD transit links, two rail and one bus, and at least two are buckling under the pressure of age and passenger loads. Both rail connections are periphery to the CBD, which puts more pressure on the buses.* Each link has a different fare collection system, even though two are controlled by the same agency.† The GWB Bus Terminal and the WTC PATH are two more indirect links, making 5 kind of analogous to the 9+ available to Queens, but each option includes a modal break with transfer penalty.‡

    Murphy wants to distract Jerseyans by blaming New York for problems his predecessors’s laziness about transit created.

    * the scientific term is “crapping on those who rely on buses”
    † the scientific term is “crapping on those who rely on transit”
    ‡ ibid

  • How do you figure one bus to Manhattan from Queens? Even if you count only the local buses, there are two, the Q60 and the Q32. But there are also plenty of express buses, some of which even operate on Saturdays.

    More important, let us realise that a bus doesn’t have to go all the way to Manhattan in order to count as part of the transit network. Every Queens bus that goes to 179th Street, Sutphin Boulevard, Kew Gardens, Main Street, or really any subway station qualifies as a connection to Manhattan.

    Anyway (back to the topic of this story), the real transit deserts exist not in Queens but in northern New Jersey, where there are areas thst are served by no buses whatsoever, or sometimes by a single morning run of a bus into Manhattan.

  • bolwerk

    The Q60 and the Q32 use the same link, do they not? (I didn’t double count the R and Q either.)

    The M60 is another Queens-Manhattan link, though not to the CBD.

    More important, let us realise that a bus doesn’t have to go all the way to Manhattan in order to count as part of the transit network.

    Of course not, and nobody who talks about transit deserts thinks that. “Transit desert” refers to service inadequacy, not absence. I agree Queens has overall a good transit network, but it and all other boroughs have their deserts.

    To your examples, I’d count most users being forced onto obscenely long feeder bus trips as evidence of a desert. That doesn’t mean all feeder bus trips are too long though, or even that those feeder routes are inherently bad for other reasons.

    …northern New Jersey…

    I don’t know if the New Jersey bus network is that bad given what they have to work with, but I think it’s a pretty different animal than the Queens buses. The Queens buses really are mostly for very local travel in Queens, and are not intended to get people to the CBD. The New Jersey Transit buses serve a kind of hybrid role of commuter bus and transit bus, and doesn’t really do either as well as would be desired.

  • Urbanely

    Agreed that this is a huge plus for enforcement, but without data on camera locations, I wouldn’t assume that bias has been eliminated. Are the cameras spread evenly throughout the city? Or are they concentrated in certain neighborhoods? If it’s the latter, we’re just moving the bias further up the chain.

  • Kevin Love

    The cameras are currently limited to being next to schools. I have no problems with a bias in favor of protecting children. But I think adults deserve to be protected as well.

  • Urbanely

    I’m not disagreeing with you about protecting children or adults. We can all benefit from more protection…that’s why I stand by my point that the cameras need to be evenly distributed in all neighborhoods. If we find that only certain neighborhoods are being targeted for “protection”, then it’s not fair, and we certainly can’t claim that the policy is unbiased.

  • Kevin Love

    Are you asserting that wealthier neighborhoods are getting more than their fair share of the existing cameras? I am unaware of any evidence to support that assertion.

    If that is what you believe, then please say so and provide evidence to support this.

  • Areas around schools have lower speed limits and higher fines for infractions. So it would not be inconsistent if those areas were to more severely scrutinse drivers’ speeds.

    That said, speed cameras and red-light cameras should be universal.

  • Urbanely

    I am not saying that anyone is getting more cameras or isn’t. However, as I originally stated, we can’t assume that bias has been removed simply because we’re now relying on cameras, unless we have data to support that. The decision to place the cameras in certain areas is still being made by people…people who are subject to bias. I welcome the opportunity to review some data on this and determine whether the distribution of the cameras is in fact even throughout the City. And if it is even, so much the merrier!

  • Kevin Love

    Yes, I see what you mean. The location of the cameras is secret. However, it would not cause me to drop dead in shock and surprise to learn that wealthy parents are lobbying the city government for speed cameras to protect their children in their neighborhoods.

    As Ferdinand has already written, the solution is to have a comprehensive network of cameras on ALL streets, so violent and dangerous car drivers have a 100% probability of being caught. I predict that this would result in them swiftly changing their violent and dangerous behavior.