what city are you in?
Eric Adams bikes to work on second day in office: ‘On the road again!’ (A.K.A The NY Bike thread)
- Thread starter bnew
- Start date
what city are you in?
1.Nope out in the open, I biked them on a city bike before and felt safe though
2.No, they have spaces for parking and the bike
3. IDK I'm going to say yeah just because they deleted a driving lane for a parking lane and like I said they are barricaded so a plow can plow both
akron, OH home of boredom.
TrifeGod
Chasing The Dragon
sounds crazy but i kinda miss riding a bike. RIP to my Redline trick bike
Art Barr
INVADING SOHH CHAMPION
Unless you trying to be some crosscountry rider with a canondale. Or do tricks professionally.
I don't respect no grown person favoring no bike over no car.
Art Barr
snippet:
Now, Mayor Eric Adams is pursuing the city’s most ambitious effort ever to speed up some of the slowest buses in the country: a doubling of dedicated bus lanes that would carve out faster corridors through some of New York’s most congested streets. The city plans to build 150 miles of new bus lanes over the next four years, adding to 140 miles of existing lanes to create one of the largest such networks in the world.
Better bus service is crucial to New York’s recovery from the pandemic as traffic has roared back and a congestion pricing plan to discourage drivers from using Manhattan’s busiest sections has been delayed. While many people have yet to return to the transit system, buses have proved more resilient than the subway and commuter trains. Bus ridership, which fell to 20 percent of prepandemic levels in April 2020, has bounced back to 62 percent.
New York’s outdated and inefficient bus system, where the average speed is 8.1 miles per hour, is used primarily by low-income riders who do not have cars and often live far from the subway.
“This is a fundamental equity issue,” said Janno Lieber, the chairman and chief executive of the Metropolitan Transportation Authority, which runs the bus system. “The bus lanes and busways are the only way we’re going to be able to deliver what New York needs — which is a much faster bus system.”
Other global cities, including London and Beijing, are ahead in turning over limited street space to buses as they aim to coax drivers out of cars, make more room for cyclists and pedestrians, and reduce climate-harming emissions.
But in New York, some local officials, business leaders and community groups say that bus lanes can actually worsen congestion by taking away travel lanes and parking spots, push traffic to surrounding streets, and accomplish little when some lanes don’t carry many buses.
“The city hasn’t learned from its mistake,” said Paul Kerzner, 71, the general counsel for a property owners and civic association in Queens, which unsuccessfully sued to block a bus lane three years ago in the Ridgewood neighborhood.
Still, in New York and elsewhere, bus lanes and busways, which bar almost all through traffic on roadways, have been shown to improve service. After a stretch of Main Street in Flushing, Queens, a notoriously gridlocked corridor, was turned into a busway last year, rush-hour bus speeds rose by 50 percent
Beijing has set a blistering pace for bus lanes, carving out 624 miles since the first one opened in 1997 to stem soaring car ownership. The average travel speed in the lanes is 12.4 m.p.h. at peak times, over 50 percent faster than the average bus speed in New York.
London, with 180 miles of bus lanes on its busiest roads, has placed some of them at pinch points to improve traffic flow and expanded to 24/7 service on many lanes, which has helped improve travel times and reliability.
“I would have been so late without the bus lanes,” said Sara Redje, a young rider in southwest London. “They are so efficient.”
London, where the buses run faster than in New York, has created 180 miles of bus lanes, many of which operate 24 hours a day, seven days a week. Credit...Holly-Marie Cato for The New York Times
The bus lanes in London have been a “a real success story” that helped turn around its bus system and “remain incredibly important and a backbone of road based public transport,” according to Philipp Rode, the executive director of LSE Cities, a research center on urban issues at the London School of Economics.
Though American cities have been slower to embrace bus lanes, many accelerated their efforts during the pandemic as buses emerged as a vital transit option, especially for essential workers. San Francisco, a city of just 47 square miles, now has 65 miles of transit lanes, of which nearly 15 miles were added in the last two years.
Bus lanes have more than doubled in Boston while pop-up bus lanes were added to key routes in Chicago. Houston’s first bus rapid transit service, the Silver Line, opened on a five-mile bus lane through a bustling employment and retail center.
In New York, bus lanes arrived in a 1963 traffic experiment on Livingston Street in Brooklyn and Victory Boulevard on Staten Island. But the Brooklyn lane was blocked so often that city officials later deemed it “less than a great success.”
Bus lanes were not a priority in a city where cars ruled the streets and were even protested on the steps of City Hall in the 1970s, recalled Samuel I. Schwartz, a former traffic commissioner. In 1986, the actress Katharine Hepburn, who owned a townhouse on East 49th Street in Manhattan, wrote him to complain about “bus corridors” on 49th and 50th Streets.
In the late 2000s, city officials turned to bus lanes to help create a limited number of quicker bus routes. Mayor Bill de Blasio, under pressure from transit advocates, continued expanding bus lanes, including a new busway on 14th Street in Manhattan in 2019.
“Congestion has become a one-way ratchet to slower buses,” said Ben Fried, a spokesman for TransitCenter, an advocacy group. “The problem has intensified in the last 20 to 25 years.”
But with more bus lanes has come more opposition in a densely populated city with fierce competition for scarce street space. A high-profile busway planned for Fifth Avenue in Manhattan was put on hold in October after a powerful real estate developer expressed concerns to Mr. de Blasio.
Chi Ossé, who represents Bed Stuy and North Crown Heights, wants to establish a protected bike lane, new crosswalks, speed bumps and more.
by MIRANDA LEVINGSTONFebruary 11, 2022
A protected bike lane outside Brooklyn Public Library in Prospect Heights. Photo: Google Maps.
Biking in Brooklyn shouldn’t be fatal.
That’s why newly-elected Councilmember Chi Ossé has set one of his primary goals as installing a protected bike lane on Bedford Avenue, one of Brooklyn’s most dicey streets for cyclists.
Ossé, who represents Bed-Stuy and Crown Heights’ District 36, told BK Reader he also planned on establishing a new crosswalk on Atlantic and Nostrand Avenues and said he was in the process of getting speed bumps approved for Lefferts Avenue between Grand and Classon Avenues. The speed bumps and the crosswalk will likely be installed in the spring, given issues posed by snow and ice in the winter, Ossé said.
He expects the protected bike lane on Bedford Ave. to be finalized by the end of his first two-year term in office, which began a mere six weeks ago.
The current cycle lane on Bedford Avenue is to the right of traffic south of Fulton St. and switches to left hand side in Bed-Stuy. Photo: Google Maps.
“I don’t see there to be a reason that in one of the most walkable cities in the world, we are still living in communities where people feel unsafe because of vehicles,” Ossé said.
Despite the fact that the city was in lockdown for most of 2020, there were 2,366 crashes between motor vehicles and bicycles in Brooklyn. Of those crashes, there were eight cyclists were killed, 2,005 were injured and 25 vehicle-occupants were injured, according to the DOT. Between cyclists and pedestrians, Brooklyn saw 76 crashes, resulting in 73 pedestrian injuries and 16 bicyclist injuries.
“Bed-Stuy and Central Brooklyn have the third-most crashes out of the entirety of New York City in the past year. This is very concerning to me and my neighbors,” Ossé said.
NYC Mayor and Brooklynite Eric Adams is also advocating for more cyclist-friendly infrastructure and Senate Majority Leader Chuck Schumer has told Ossé that he would be a partner in Ossé’s initiative to make streets safer, Ossé said.
But, before the protected lane on Bedford Avenue could be approved, many community conversations were needed, Ossé said.
“We have seniors and disabled folks that do need cars to survive and could have some worries about bike lanes because it might mess up parking,” Ossé said.
He also said there was a tendency to think of bike infrastructure as a white, gentrifier issue, but that pedestrian and bike safety is “more of an all-of-us issue.”
“There are so many Black bikers that are from Bed-Stuy and Crown Heights, who also want to see this infrastructure built out,” Ossé said.
Ossé is in the process of building a coalition of bikers of color who will act as consultants on his street safety projects.
“There are people in my community who bike to work, who bike for work as essential delivery people and who bike for recreation. These people are endangered when we don’t have safer streets for them.”
His office is also putting together upcoming bicycle giveaway events and bike riding events for his constituents, and working with CitiBike to get more bicycle stations in central Brooklyn.
He is also hoping to get Oonnee Pods installed in his district, which are public, secure bike and scooter parking containers.
“Bikes are fun to ride, but they’re also better for our environment. Our city is great to bike around, but only when our streets are made safe for us to bike,” Ossé said.
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If he ran for president, he could win.
OK. Good luck winning a primary.no more neoliberals.
UpAndComing
Veteran
no more neoliberals.
What is Eric Adams... Republican, Democrat, Centrist, Libertarian? Etc