Livable Streets

It's been tried all over the country, with some big hiccups. But parking management could succeed here. The key word is "could."

It's one small step for a block, one giant leap for street safety — and breaking the car culture.

One hundred miles of protected bike lanes in two years. No cars on some key routes for cyclists. Less engagement with community boards. And no more delays in life-saving road redesigns "for non-transportation-related political reasons." It's a start.

Question 1: Isn't there a better use for $4 billion than to enshrine one of Robert Moses's most disastrous legacies?

Crowded streets in Lower Manhattan must give more space to throngs of tourists and other pedestrians with new designs that would bring motorists to a crawl, says a neighborhood group.

Opponents and supporters of prior street safety battles agree that the "New Boulevard of Death" must be fixed.

Madrid, like London before it, leads the way.

New pedestrian zones near Penn Station have given people more breathing room on some of the most crowded streets in the city. Will they stay or will they go after a trial period wraps up in October?

For a moment yesterday, it seemed like the big clash between the taxi medallion industry and app-based car services, framed in terms of Uber's effect on snarled Manhattan traffic, might veer into unexpectedly brilliant territory. There was Deputy Mayor Anthony Shorris in the Daily News, telling the MTA that City Hall would consider the Move NY traffic reduction plan to fund transit investment. Finally, a sign that some of the big players are getting serious about a comprehensive fix for the city's congestion problem.