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
ExodusNirvana
Change is inevitable...
straight from his website.
You're being disingenuous as fukk breh...but have a good day
BTW, I was in contact with Hollingsworth when that shyt first popped up on Willoughby and he was not in favor of it because of how shady it was when it went down but there was nothing he could do about it because he lost to Hudson.
And I was never against protected bike lanes on Vanderbilt...what I was against was the propagation of this OpenStreets crap, which is funded by TransAlt, which is funded by Uber, Lyft, and other corporate/dark money.
But again, everything you're doing is right out of the TransAlt playbook complete with using Social Media in order to justify or validate real life shyt.
TransAlt? Check
Whites on Social Media? Check
Word Games? Check
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I literally quoted the candidates policy.
how does that qualify as word games?
what makes openstreets crap?
ExodusNirvana
Change is inevitable...
Years from now, I hope you can take a step back and realize how all of this shyt you're doing has led to the erasure of Black people from this city, and the propping up of bleeding heart liberal white peopleI literally quoted the candidates policy.
what makes openstreets crap?
Nice building on the corner of Atlantic and Vanderbilt....surely all of that is going to be affordable housing and occupied mostly by Black folks right?
what lead you to believe bike infrastructure and affordable housing aren't compatible?
snippet:
only way we gonna see a new building with 100% affordable housing units is if the city builds it.
did you form that block association?
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Bicycle Crash Data Report by NYCDOT
Local Law 13 of 2011 requires the NYC Department of Transportation (NYCDOT) to compile the total number of bicycle crashes that are reported to city agencies beginning October 1, 2011. Beginning June 1, 2012 and annually thereafter, NYCDOT must provide a report on the total number of reported bicycle crashes. This document contains the number of reported crashes, disaggregated by those involving solely bicycles, between bicycles and motorized vehicles, and between bicycles and pedestrians, including the number of injuries and fatalities resulting from such crashes; and further disaggregated by borough and by police precinct, for the reporting period ofJanuary 1, 2015 to December 31, 2015. NYCDOT has further disaggregated crashes involving only bicycles to include crashes between bicycles and crashes involving a single bicycle. A summary is also provided of injuries and fatalities involving motor vehicles during the same time period. During this period, there were 53,163 injuries and 232 fatalities involving motor vehicles. The number of crashes involving motor vehicles is tabulated from police accident reports (MV-104 reports), which are reported to NYCDOT by the NYC Police Department (NYPD). The number of crashes involving bicycles, but not involving motor vehicles, is also tabulated from MV-104 reports filed by NYPD in response
https://www1.nyc.gov/html/dot/downloads/pdf/bicycle-crash-data-report-2015.pdf
https://www1.nyc.gov/html/dot/downloads/pdf/bicycle-crash-data-report-2016.pdf
https://www1.nyc.gov/html/dot/downloads/pdf/bicycle-crash-data-report-2017.pdf
https://www1.nyc.gov/html/dot/downloads/pdf/bicycle-crash-data-report-2018.pdf
https://www1.nyc.gov/html/dot/downloads/pdf/bicycle-crash-data-report-2019.pdf
https://www1.nyc.gov/html/dot/downloads/pdf/bicycle-crash-data-report-2020.pdf
Local Law 13 of 2011 requires the NYC Department of Transportation (NYCDOT) to compile the total number of bicycle crashes that are reported to city agencies beginning October 1, 2011. Beginning June 1, 2012 and annually thereafter, NYCDOT must provide a report on the total number of reported bicycle crashes. This document contains the number of reported crashes, disaggregated by those involving solely bicycles, between bicycles and motorized vehicles, and between bicycles and pedestrians, including the number of injuries and fatalities resulting from such crashes; and further disaggregated by borough and by police precinct, for the reporting period of
https://www1.nyc.gov/html/dot/downloads/pdf/bicycle-crash-data-report-2015.pdf
https://www1.nyc.gov/html/dot/downloads/pdf/bicycle-crash-data-report-2016.pdf
https://www1.nyc.gov/html/dot/downloads/pdf/bicycle-crash-data-report-2017.pdf
https://www1.nyc.gov/html/dot/downloads/pdf/bicycle-crash-data-report-2018.pdf
https://www1.nyc.gov/html/dot/downloads/pdf/bicycle-crash-data-report-2019.pdf
https://www1.nyc.gov/html/dot/downloads/pdf/bicycle-crash-data-report-2020.pdf
Activists and electeds ask DOT to add better barriers to Grand Street bike lane • Brooklyn Paper
ACTIVISTS AND ELECTEDS ASK DOT TO ADD BETTER BARRIERS TO GRAND STREET BIKE LANE
By Kirstyn Brendlen
Posted on March 3, 2022
A cyclist rides in front of a truck illegally parked in the Grand Street bike lane in 2019. Activists are asking DOT to consider adding hardy concrete barriers to the lane to keep cyclists safer.
File photo by Joe Hinti
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Backed by a number of local elected officials, Brooklyn-based transportation activists are urging the city to install concrete barriers on the Grand Street bike lane in Williamsburg as part of the Department of Transportation’s plan to fortify protected bike lanes.
In a March 1 letter to Mayor Eric Adams and Department of Transportation Commissioner Ydanis Rodríguez, activists with the northern Brooklyn arm of Transportation Alternatives said the plastic bollards that currently protect the lane are insufficient and still allow vehicles to enter and block the lane, forcing cyclists into dangerous situations as they try to navigate around them.
“The Grand Street bike lane is one of the first of its kind in North Brooklyn, implemented along a vital east-west corridor. This is the product of years of community meetings and workshops, in response to the deaths of Matt von Ohlen and Rafael Nieves,” the letter says. “However, since 2019, the year of its full implementation, there have been 67 cyclist injuries along this ‘protected’ path with a total of 196 crashes across all modes of transportation. It is not a safe street for anyone, let alone a protected bike lane. “
To remedy the dangerous lane, the activists want DOT to add Grand Street to their list of bike lanes slated to be beefed up with four-ton concrete Jersey barriers.
Last month, the department announced that work had begun installing those barriers on a number of heavily-trafficked lanes as part of a plan to “harden” half of the city’s 40 miles of protected bike lanes by the end of next year.
A car sits in the freshly-painted Grand Street bike lane in early 2019. Since the time the lane was started, cyclists have said that existing barriers are not enough to keep vehicles out of the lane.File photo by Julianne Cuba
At the time, the department had finished installing the barriers on two Manhattan bike lanes and was in the process of adding them to another, with plans to add the mammoth dividers to more lanes in Manhattan and Queens in coming months. Additional locations in Brooklyn and the Bronx are being considered for the program, according to the department, but none have been announced yet.
Delays in sourcing the concrete barriers have slowed down installation, according to DOT, so they’re searching for new sources and alternative materials.
“We’re working around the clock to harden the bike lanes we’ve already announced and appreciate the support for this important work,” said Vin Barone, a DOT spokesman. “We are considering locations across the city for future lane hardenings and will have more to share soon.”
“The Grand Street bike lane is an important connector in North Brooklyn, yet drivers routinely ignore the plastic delineators and treat the lane like a parking lot, putting bike riders and pedestrians at risk,” said Juan Serra, co-chair of the group’s Activist Committee. “Commissioner Rodriguez’s plan to fortify bike lanes is an important step to keeping riders safe, and we urge the City to prioritize Grand Street for safety investments. Grand Street can be a model bike lane for the whole city if it’s given the resources to succeed.”
Concerns about the safety of the lane began before it had even been completed, with neighborhood cyclists criticizing DOT for using a combination of paint, flexible plastic bollards, and rows of parked cars to separate cyclists from vehicle traffic rather than installing hardier barriers.
One of the thin plastic barriers at the Grand Street bike lane sits in the street after being hit by a car in 2019. Three years later, activists are hoping DOT will install concrete jersey barriers to truly protect the lane.File photo by Joe Hinti
In 2019, a FedEx driver told Brooklyn Paper he was forced to stop in the bike lanes because the new designated loading zones, meant to help keep traffic flowing, were filled with illegally-parked private vehicles. Those private vehicles had also already broken several of the plastic barriers, leaving them useless in the street.
“During visioning sessions, the community requested safety and transportation improvements, including protective jersey barriers, dedicated loading zones, and a dedicated bus lane along Grand Street extending over the Williamsburg Bridge, none of which were implemented,” the letter reads. “We knew the omission of protective jersey barriers would lead to dangerous conditions back in 2019 and we have witnessed that prediction come tragically true throughout 2021.”
Even a 2020 spruce-up, where DOT installed some more substantial barriers, wasn’t enough to keep cars out of the lane.
The busy bike lane serves as a critical connection to the Williamsburg Bridge, and making it safer for cyclists is good for the neighborhood, the letter, which was signed by elected officials including Assemblymember Emily Gallagher, state Sen. Julia Salazar, Councilmember Lincoln Restler and Brooklyn Borough President Antonio Reynoso.
“To keep people safe, the Grand Street bike lanes need real protection that stops drivers from blocking the path,” said Kevin Costa, co-chair of the activist Committee. “As Commissioner Rodriguez and DOT announce plans to upgrade bike lanes across the city, we urge them to make Grand Street safe for bike riders with much-needed investments in concrete bike lane barriers.”
ACTIVISTS AND ELECTEDS ASK DOT TO ADD BETTER BARRIERS TO GRAND STREET BIKE LANE
By Kirstyn Brendlen
Posted on March 3, 2022
A cyclist rides in front of a truck illegally parked in the Grand Street bike lane in 2019. Activists are asking DOT to consider adding hardy concrete barriers to the lane to keep cyclists safer.
File photo by Joe Hinti
Sign up for our amNY Sports email newsletter to get insights and game coverage for your favorite teams
Backed by a number of local elected officials, Brooklyn-based transportation activists are urging the city to install concrete barriers on the Grand Street bike lane in Williamsburg as part of the Department of Transportation’s plan to fortify protected bike lanes.
In a March 1 letter to Mayor Eric Adams and Department of Transportation Commissioner Ydanis Rodríguez, activists with the northern Brooklyn arm of Transportation Alternatives said the plastic bollards that currently protect the lane are insufficient and still allow vehicles to enter and block the lane, forcing cyclists into dangerous situations as they try to navigate around them.
“The Grand Street bike lane is one of the first of its kind in North Brooklyn, implemented along a vital east-west corridor. This is the product of years of community meetings and workshops, in response to the deaths of Matt von Ohlen and Rafael Nieves,” the letter says. “However, since 2019, the year of its full implementation, there have been 67 cyclist injuries along this ‘protected’ path with a total of 196 crashes across all modes of transportation. It is not a safe street for anyone, let alone a protected bike lane. “
To remedy the dangerous lane, the activists want DOT to add Grand Street to their list of bike lanes slated to be beefed up with four-ton concrete Jersey barriers.
Last month, the department announced that work had begun installing those barriers on a number of heavily-trafficked lanes as part of a plan to “harden” half of the city’s 40 miles of protected bike lanes by the end of next year.
A car sits in the freshly-painted Grand Street bike lane in early 2019. Since the time the lane was started, cyclists have said that existing barriers are not enough to keep vehicles out of the lane.File photo by Julianne Cuba
At the time, the department had finished installing the barriers on two Manhattan bike lanes and was in the process of adding them to another, with plans to add the mammoth dividers to more lanes in Manhattan and Queens in coming months. Additional locations in Brooklyn and the Bronx are being considered for the program, according to the department, but none have been announced yet.
Delays in sourcing the concrete barriers have slowed down installation, according to DOT, so they’re searching for new sources and alternative materials.
“We’re working around the clock to harden the bike lanes we’ve already announced and appreciate the support for this important work,” said Vin Barone, a DOT spokesman. “We are considering locations across the city for future lane hardenings and will have more to share soon.”
“The Grand Street bike lane is an important connector in North Brooklyn, yet drivers routinely ignore the plastic delineators and treat the lane like a parking lot, putting bike riders and pedestrians at risk,” said Juan Serra, co-chair of the group’s Activist Committee. “Commissioner Rodriguez’s plan to fortify bike lanes is an important step to keeping riders safe, and we urge the City to prioritize Grand Street for safety investments. Grand Street can be a model bike lane for the whole city if it’s given the resources to succeed.”
Concerns about the safety of the lane began before it had even been completed, with neighborhood cyclists criticizing DOT for using a combination of paint, flexible plastic bollards, and rows of parked cars to separate cyclists from vehicle traffic rather than installing hardier barriers.
One of the thin plastic barriers at the Grand Street bike lane sits in the street after being hit by a car in 2019. Three years later, activists are hoping DOT will install concrete jersey barriers to truly protect the lane.File photo by Joe Hinti
In 2019, a FedEx driver told Brooklyn Paper he was forced to stop in the bike lanes because the new designated loading zones, meant to help keep traffic flowing, were filled with illegally-parked private vehicles. Those private vehicles had also already broken several of the plastic barriers, leaving them useless in the street.
“During visioning sessions, the community requested safety and transportation improvements, including protective jersey barriers, dedicated loading zones, and a dedicated bus lane along Grand Street extending over the Williamsburg Bridge, none of which were implemented,” the letter reads. “We knew the omission of protective jersey barriers would lead to dangerous conditions back in 2019 and we have witnessed that prediction come tragically true throughout 2021.”
Even a 2020 spruce-up, where DOT installed some more substantial barriers, wasn’t enough to keep cars out of the lane.
The busy bike lane serves as a critical connection to the Williamsburg Bridge, and making it safer for cyclists is good for the neighborhood, the letter, which was signed by elected officials including Assemblymember Emily Gallagher, state Sen. Julia Salazar, Councilmember Lincoln Restler and Brooklyn Borough President Antonio Reynoso.
“To keep people safe, the Grand Street bike lanes need real protection that stops drivers from blocking the path,” said Kevin Costa, co-chair of the activist Committee. “As Commissioner Rodriguez and DOT announce plans to upgrade bike lanes across the city, we urge them to make Grand Street safe for bike riders with much-needed investments in concrete bike lane barriers.”
City Covers Up Failure After Cyclist Death, With Hastily Made Repairs After Months of 311 Complaints
City Covers Up Failure After Cyclist Death, With Hastily Made Repairs After Months of 311 Complaints
The city covered over a sunken part of 40th Drive in Queens on Friday — but only after a cyclist was killed after failing into the depressed roadway. Photo: Gersh Kuntzman
The caved-in pavement on 40th Drive in Elmhurst that knocked 77-year-old Lin Wen-Chiang off his bike late on Thursday night, causing his death, has been hastily patched by city workers — a fast and shoddy repair that is quite in contrast to months of failure by multiple city agencies to fix a longstanding problem with the pavement and the water supply under it.
Streetsblog saw the still-molten pavement material on the block between 94th and 95th on Sunday. A resident of the block confirmed that city workers made the repair shortly after Wen-Chiang fell off his bike, causing fatal head wounds, after encountering a broken patch of pavement long known to city officials.
The resident, who declined to give his name, did not know that someone had died on the block, which is between 94th and 95th streets.
There were eight complaints to the Department of Transportation since the first photo was taken. Going through them one by one will demonstrate the city’s failure to keep the roadway safe for cyclists:
That promise of an inspection came six days before the death of Lin Wen-Chiang. The 311 report is still marked “in progress,” so it’s clear that the DOT did not repair the damage – again — in time to save his life.
That repair came shortly after Wen-Chiang’s death, apparently done by the Department of Environmental Protection, because the metal plate that now covers the sinkhole has the initials DEP on it. The still-wet paving material wasn’t even properly leveled, creating a new hazard.
The DEP is well familiar with the block, however. Since March, 2020, the agency has received 14 complaints about the water system underneath 40th Drive, the most recent on Jan. 7, 2022.
A man who answered the door at Wen-Chiang’s building in nearby Corona declined to discuss the man, but said Wen-Chiang had no family in the states, but was active in a nearby church, though he refused to say which one.
The Department of Transportation did not respond to our questions last week and again on Sunday about why the roadway remained in disrepair on Thursday night, after multiple 311 complaints before the cyclist’s death. Agency spokesman Vin Barone said, “This is a tragedy and an investigation is underway.”
The Department of Environmental Protection did not respond until Monday night. Spokesman Ed Timbers issued the following statement:
DEP responded to each Corrective Action Request (referral from 311 through DOT) for this location, evaluated the city’s subsurface water and sewer infrastructure and found it to be working properly on each occasion, including after the incident. DEP and DOT are working together to determine the root cause of the roadway depression.
City Covers Up Failure After Cyclist Death, With Hastily Made Repairs After Months of 311 Complaints
The city covered over a sunken part of 40th Drive in Queens on Friday — but only after a cyclist was killed after failing into the depressed roadway. Photo: Gersh Kuntzman
The caved-in pavement on 40th Drive in Elmhurst that knocked 77-year-old Lin Wen-Chiang off his bike late on Thursday night, causing his death, has been hastily patched by city workers — a fast and shoddy repair that is quite in contrast to months of failure by multiple city agencies to fix a longstanding problem with the pavement and the water supply under it.
Streetsblog saw the still-molten pavement material on the block between 94th and 95th on Sunday. A resident of the block confirmed that city workers made the repair shortly after Wen-Chiang fell off his bike, causing fatal head wounds, after encountering a broken patch of pavement long known to city officials.
The resident, who declined to give his name, did not know that someone had died on the block, which is between 94th and 95th streets.
- “I can’t believe it,” he said. “I’m speechless.”
The resident said he and his neighbors had filed many 311 reports to inform the city of the broken, caved-in pavement that caused Wen-Chiang’s death, but the roadway was never properly repaired, he said.
That much is clear.
In October, 2019, the pavement in front of 94-22 40th Drive (just before the “BUMP” marking) appeared clear and safe in this Google photo:
October, 2019. Photo: Google
By October 2021, this is what that same stretch looked like:
The cyclist hit this road defect, which has been there since at least October, 2021, but probably much longer. Photo: Google
There were eight complaints to the Department of Transportation since the first photo was taken. Going through them one by one will demonstrate the city’s failure to keep the roadway safe for cyclists:
- Jan. 12, 2021: A resident complains of a cave-in on the street. The DOT responded, “The Department of Transportation inspected and has requested the Department of Environmental Protection address the issue. The condition will be re-inspected in 60 days.” Before the DEP could even inspect the problem…
- Jan. 24, 2021: A resident calls 311 and calls the cave-in a “pothole.” The DOT responded: “The Department of Transportation inspected this complaint and repaired the problem.” It must not have been properly fixed, because …
- May 16, 2021 and May 17, 2021: The city receives back-to-back complaints that the allegedly fixed pothole has become a “cave-in.” The agency said, “The Department of Transportation inspected and has requested the Department of Environmental Protection address the issue. The condition will be re-inspected in 60 days.” It’s unclear if DEP addressed the issue because ..
- Sept. 16, 2021: A resident complains of a cave-in on the street. DOT responded, “The Department of Transportation inspected and has requested the Department of Environmental Protection address the issue. The condition will be re-inspected in 60 days.” It’s unclear what happened because…
- Oct. 29, 2021: A resident complains of another cave-in. DOT responded, “The Department of Transportation inspected and has requested the Department of Environmental Protection address the issue. The condition will be re-inspected in 60 days.” It’s unclear what happened, because …
- Feb. 18, 2022: A resident complains of a “failed street repair” on the block. The DOT said, “The Department of Transportation will inspect the condition and will determine the next action.”
That promise of an inspection came six days before the death of Lin Wen-Chiang. The 311 report is still marked “in progress,” so it’s clear that the DOT did not repair the damage – again — in time to save his life.
That repair came shortly after Wen-Chiang’s death, apparently done by the Department of Environmental Protection, because the metal plate that now covers the sinkhole has the initials DEP on it. The still-wet paving material wasn’t even properly leveled, creating a new hazard.
The DEP is well familiar with the block, however. Since March, 2020, the agency has received 14 complaints about the water system underneath 40th Drive, the most recent on Jan. 7, 2022.
A man who answered the door at Wen-Chiang’s building in nearby Corona declined to discuss the man, but said Wen-Chiang had no family in the states, but was active in a nearby church, though he refused to say which one.
The Department of Transportation did not respond to our questions last week and again on Sunday about why the roadway remained in disrepair on Thursday night, after multiple 311 complaints before the cyclist’s death. Agency spokesman Vin Barone said, “This is a tragedy and an investigation is underway.”
The Department of Environmental Protection did not respond until Monday night. Spokesman Ed Timbers issued the following statement:
DEP responded to each Corrective Action Request (referral from 311 through DOT) for this location, evaluated the city’s subsurface water and sewer infrastructure and found it to be working properly on each occasion, including after the incident. DEP and DOT are working together to determine the root cause of the roadway depression.
WaveMolecules
Superstar
i take this stretch of northern blvd from the bridge to 43rd st coming home from work everyday and i HATE IT. fukking people park in the bike lane EVERYDAY. shyt is super dangerous as is.