Noah Kazis

Housing is harder to build, more expensive, and often lower-quality as a result of the city's parking regulations, according to one New York City developer.

The First and Second Avenue bike lanes on Manhattan's East Side will only be extended from 34th Street to 57th Street this year, not up to 125th Street as advanced in a plan that won community board approvals in 2010.

More headlines at Streetsblog Capitol Hill

What happens when you put a police station, a courthouse, and borough hall in one place? Utter lawlessness.

"I'm not against bike lanes," City Council Member Domenic Recchia told the New York Times after forcing DOT to scrap plans for a four-mile painted bike lane along Bay Ridge Parkway two weeks ago. "I believe there's a place for them."

When faced with the question of how to fix a dangerous street, the first instinct of many New Yorkers is to call for the most familiar symbols of regulating cars: the stop sign and the traffic light. Nothing, they think, could more effectively force dangerous drivers to stop speeding through their neighborhood than these familiar red symbols. Just this month a community group in Manhattan Beach, Brooklyn asked the city to remove a bike lane and zebra stripes from Oriental Boulevard -- measures that have a real traffic-calming effect -- and add a new traffic signal where the road intersects with Falmouth Street. But stop signs and traffic signals are usually ineffective, even counterproductive, if the goal is to make streets safer.

Streetsblog has been gathering responses to last week's release of PlaNYC 2.0. This is the fourth installment. Read the first, second, and third parts.

More headlines at Streetsblog Capitol Hill

More headlines at Streetsblog Capitol Hill

Four years after Michael Bloomberg launched New York City's sustainability agenda with congestion pricing as the marquee item, transportation reform is no longer the centerpiece of PlaNYC.