Results tagged “bikelane”

A bicyclist using the dedicated lanes in Manhattan for five or six blocks will find a vehicle in the way 60% of the time, according to a new survey released by Hunter College. The report found that most vehicles obstructing bike lanes do so for less than 10 minutes, but the abuses are widespread, and occur more frequently during morning rush hour. Graduate students conducted the study on 492 randomly selected street blocks with Class II bike lanes (lanes delineated by painted stripes on city streets) in Manhattan on weekdays from September 22nd to October 23rd, and they even pinpointed Manhattan's most obstructed bike lane. Any guesses?

For at least a year now, the First Presbyterian Church in Brooklyn Heights has been giving parishioners parking placards for their cars when parking in the bike lane on Henry Street. The placards explain to police that occupants of the vehicle are conducting "Church Business." One local resident, Peter Kaufman, believes "they have some 'understanding' with the 84th Precinct, whereby if they put a sign in their window that they are attending church, they don't get ticketed." On his blog Ink Lake, Kaufman posted video of this epic bike lane block during last Sunday's service [SPOILER: they're parked along the entire block]:

Just when it seemed like the hoopla over bike lanes in Williamsburg had come to a close, Gothamist has learned that the Department of Transportation is planning to remove a 14-block section of the Bedford Avenue cycling route. A spokesman said that the agency will remove the "small portion" of the bike lane between Flushing and Division avenues in South Williamsburg "as part of ongoing bike network adjustments in the area."

As more and more New Yorkers are using bikes to commute and the city continues its massive — and at times controversial — push to expand its network of bike lanes, the Daily News examines the city's 650 miles of cycling routes and names its favorites. Among other selections, the tabloid's biking experts dub Ninth Avenue's protected bike lane between 16th Street and 31st Street as the city's "Safest," the Bleecker Street lane in the Village as the "Commuter's Choice," and the cycling routes on Ninth and Tenth streets as having the "Best-looking Crowd" because they are used by "hotties cutting through the Village and NYU's campus." Funny, because we thought all of the cycling hotties were using the lanes in South Williamsburg.

            

This year the DOT reached a goal of adding 200 more miles of parking space bike lanes in NYC—but as every cyclist knows, these also double as sweet traffic lanes, loading/unloading zones, and parking lots. The danger in all this, of course, is that when a bike lane is blocked, bicyclists are forced to merge with auto traffic, sometimes causing accidents and fatalities.

If you spend enough time riding a bike around New York, you learn to steer clear of those insane Access-A-Ride drivers, who are employed by NYC Transit to provide transportation for people with disabilities who can't take the subway or bus. In our experience, Access-A-Ride drivers are maniacs, and in recent years, the drivers have been in some high-profile accidents, including a fatality and a hit-and-run.

The number of commuters riding their bikes to work has increased by 26 percent over the past year, according to city statistics. In a "dramatic" uptick, the portion of New Yorkers traveling to work on bikes has doubled since 2002. This spike comes after an increase of 35 percent last year and amidst the Department of Transportation's ambitious — and at time controversial — push to bolster the city's bike lane network. Over the past three years, the city has laid down 200 new miles of cycling routes including loved and loathed paths on Kent Avenue in Brooklyn and Ninth Avenue and Grand Street in Manhattan.

The notoriously accident-prone Queens Boulevard boasts twelve lanes for motor vehicles at its widest points, but the DOT refuses to cede one of those lanes for cyclists, despite a citywide boom in bicycle commuting. Last month cycling advocates held a somber rally to demand a bike lane on Queens Boulevard, and installed a white ghost bike to commemorate the death of 38-year-old James Langergaard, who was killed by a car as he crossed the boulevard on the evening of August 14th. But a Daily News reporter has learned that the DOT has not even evaluated the possibility of a Queens Boulevard bikeway in recent years.

There are some more details coming out about the truck that hit a woman in a wheelchair on Bleecker and 8th yesterday. The Daily News reports that the victim was 78-year-old off-Broadway actress and playwright Shami Chaikin, who was "riding her motorized wheelchair in a Manhattan bike lane" and was hit by a city garbage truck.

On Friday night some two dozen cyclists gathered in Queens for what has become a sadly familiar ritual in NYC: The installation of an all-white ghost bike commemorating the traffic death of a cyclist. The notoriously dangerous Queen Boulevard has claimed the lives of two cyclists in the past 19 months; the most recent victim, 38-year-old James Langergaard, was killed by a car as he crossed the boulevard at 69th Street on the evening of August 14th. (In February 2008, Asif Rahman, 22, was killed when he was hit by a truck at an intersection in Elmhurst.)

The Parks Department is about to impose heavy new regulations on the pedicab operators in Central Park, but the New York City Pedicab Owners Association is begging the city to backpedal. Under the new rules, pedicabs will be forbidden from areas where taxis and carriages make pick-ups; required to operate in the right lane of traffic, not the bike lane on the left; and, weirdly, prohibited from displaying advertisements at times when other motor vehicles are barred from the park.

The saga of the Kent Avenue bike lane continues! First the Orthodox Satmar Jews in South Williamsburg objected to the old bike lane because of the influx of immodestly-dressed female cyclists, then local merchants complained that customers and delivery trucks had nowhere to park. Barricades were threatened, fake detour signs were put up, and clowns rushed to the scene. Responding to the whining, the DOT ripped up part of Kent and changed it to northbound-only traffic, creating a dedicated bike lane buffered by parking spots. And everyone was happy some were placated!

Believe it or not, we don't publish every egregious bike lane blocking photo that lands in our inbox, but this one's just too delicious to pass up. Taken on the Eighth Avenue bike lane, which is separated from traffic by a row of parking, exhibit A shows a Rite Aid tractor trailer transforming the bike lane into an unloading zone. The reader who sent it tells us this was by the Rite Aid on West 20th Street. Though it's probably tempting for cyclists to react self-riteously to such a photo, one wonders how businesses are supposed to receive deliveries with such a bike lane design. Certainly, they can't be expected to park around the corner and use a hand truck!

That controversial Grand Street bike lane, beloved by cyclists and loathed by some business owners because it makes receiving deliveries onerous, now has a new enemy: Democratic mayoral candidate Bill Thompson. The comptroller was in Chinatown doing some pandering campaigning yesterday when he announced that, if elected, he would tear up that dedicated bike lane, which is buffered from traffic by a row of motor vehicle parking. Thompson told voters, "I'm in favor of bike lanes but you can't put bike lanes in without speaking to the community. You can't put bike lanes that are doing damage to local businesses."

Sure, cops have been known to park in bike lanes like everybody else, but this is ridiculous! Or perhaps it's serving some vital public safety emergency? We don't know; a reader just sent us this photo taken today from the Manhattan Bridge, looking down on the recently installed bike lanes on Allen Street. He adds, "I've never seen cops parked down there at all, especially not in the bike lanes."

There was great excitement in the cycling community last month when the DOT finally finished turning the treacherous Sands Street approach to the Manhattan Bridge in Brooklyn into an elegant, elevated bike lane. Transportation Alternatives even held an opening celebration, dubbing the Sands Street lane the "Budnick Bikeway," after Noah Budnick, a T.A. advocate who almost died riding his bike on Sands Street in 2005.

The parents of a 10-year-old Bronx boy who was killed by an allegedly speeding van while riding his bike are suing the city for $10 million for failing to install a speed bump. 10-year-old Michael Needham was riding his bike with friends outside the Allerton Library after school on June 5th, 2008 when the van struck him; he died after 19 days in a coma. The suit, filed Tuesday in Bronx Supreme Court, argues that the city should have known that drivers near the Allerton Library "regularly exceeded the speed limit, failed to obey stop signs, raced to make traffic lights and otherwise operated their vehicles in dangerous and unlawful manners."

A Staten Island driver is due in court at the end of the month to face assault charges after a road rage incident with a cyclist. Unlike Fox News staffer Don Broderick, whom the Manhattan DA let off the hook despite allegations that he drove with a cyclist clinging to his hood, 27-year-old Michael Graziuso was taken away in handcuffs after this altercation, which took place at a busy Staten Island intersection on the morning of July 8th. The confrontation was sparked after cyclist Gregory DeRespino, 48, stopped in the bike lane at a red light at Capodanno Boulevard and Seaview Avenue, making it difficult for several cars lined up behind him to make a right turn.

Anyone who's followed along with the city's various cycling issues won't find much new in the Daily News's "Special Investigation" today, about how "pedestrians and cars clash over biking boom." There's the requisite quote from a biker-phobic pedestrian, 62-year-old Marjorie Levine: "When I, as a retired woman, walk these streets, I have fear of my safety that I will be hit by these riders and get knocked down." There's the requisite counterpoint from Transportation Alternatives spokesman Wiley Norvell: "We still have a really 'me first' culture on the street, whether you are a pedestrian, a driver or a big rig. The problem is that some of those 'me's' weigh tons and others weigh 110 pounds."

Anyone who rides a bike regularly in NYC quickly realizes that the NYPD is pretty lax when it comes to keeping drivers from parking in bike lanes—hell, even the NYPD's own patrol cars are often seen blocking bike lanes. But according to the city's Department of Finance, some 70,000 tickets were issued for stopping in a bike lane last year, out of 10 million tickets issued citywide. One's inclined to dismiss that statistic as utter BS, but NY1 actually found a driver who claims he was issued a $115 ticket for blocking a bike lane on the Lower East Side. It sounds crazy, which is why it made the news! Shocked motorist Ernest Marshall says it all happened when he was picking up his wife:

As my wife was leaving the sidewalk to get into the car, a traffic officer pulled in front of me, blocked me in and then proceeded to give me a traffic ticket. There's parking, a bike lane and traffic on both sides of the street. It's impossible to load or unload passengers from a car without blocking a bike lane or traffic itself. It's unfair.

City officials and cycling advocates gathered in The Bronx yesterday to celebrate meeting the goal of adding 200 bike-lane miles in all five boroughs in three years. Dr. Thomas Farley, city health commissioner, was on hand to trumpet the health benefits of cycling; Parks Commissioner Adrian Benepe praised the bike lanes connecting the city's parks and waterfronts; and DOT Commissioner Janette Sadik-Khan declared New York "the bicycling capital of the United States." The bike lane network is now the equivalent length of a bike lane running from New York City to Boston! The 200-mile initiative was launched after a 2006 report [pdf] determined that cyclists were safest in bike lanes and wearing helmets. The project cost $8.8 million, and included installing 6,100 bike racks and 1,000 guide signs. According to the DOT [pdf], there are now 70.9 miles of bike lanes in The Bronx, 138.9 miles in Brooklyn, 90.4 miles in Manhattan, 96.7 miles in Queens, and 27.6 in Staten Island. And besides helping cyclists, they make for great parking spots, too!

We've heard about driver vs. bicyclist fights before, but Streetsblog has a really unusual one. Unusual because the bicyclist was charged with criminal mischief for slapping the side of the SUV! From Streetsblog:

[Ray] Bengen, 63, was riding down the Ninth Avenue bike lane on May 21 when he came across the Ford Excursion you see in this photo (curb weight: 7,190 lbs). A long-time city cyclist, Bengen had a green light and wasn't quite sure what to make of the vehicle in front of him. The car wasn't moving and its brake lights were off.

     

The DOT unveiled its latest plan [pdf] to resolve Brooklyn's Kent Avenue bike lane wars at a packed community meeting Wednesday night, and guess what? Not everyone is pleased about the proposal, which would turn part of Kent, a heavily-trafficked two-way truck route, into a one-way, northbound street. Business owners and residents have decried the bike lanes ever since they were installed last fall because they came at the cost of precious parking spots, and members of South Brooklyn's Satmar Jewish community who were said to chafe at the influx of immodestly dressed female cyclists.

Last week Brooklyn's Community Board 6, which includes Park Slope, voted again to approve a proposed two-way bike lane along Prospect Park West, but they want the project revised to separate the lane from traffic by a raised median. The 16-4 vote decided that the painted buffer zone the DOT would use to separate the bike lane is insufficient; board members think the median is necessary to protect cyclists from cars and to protect children who may dash heedlessly from parked cars into the bike lane. Speaking to the Brooklyn Paper, board member and bike lane opponent James Bernard said, "This is a crazy idea that doesn’t make any sense. People want to do something good for bikes, but you are robbing Peter to pay Paul — and Peter in this case is safety of the children." 58 accidents involving motorists, cyclists and pedestrians were reported between 2005 and 2007 on Prospect Park West, where speeding is a constant problem. A DOT spokesperson promised that the agency would review the board's recommendations, and noted any revisions wouldn't delay the bike lane because the DOT isn't planning to install it until September anyway.

NYC's DOT Commissioner Janette Sadik-Khan may be beloved by cycling enthusiasts for her radical expansion of the city's bike lanes, but to critics like Assemblyman Jeffrey Dinowitz, she's "an anti-car extremist. It's kind of easy for Ms. Sadik-Khan to be holier than thou and tell people they have no business driving. She may live down the block from the subway station—but most people don't." And John Liu, the City Council member from Queens who chairs the council’s Transportation Committee, says her agenda comes with "a sense of the elite telling the everyday people what’s good for them, and that’s simply not appreciated. I think it can no longer be ignored, the demographic groups calling for these changes versus the demographic groups that protest."

It's been a while since we checked in on community dissatisfaction with the DOT's changes to Grand Street in Manhattan, and we're not surprised to see the opposition still hates the new configuration, which provides a dedicated lane for cyclists, separated from traffic by a row of parked cars and pedestrian islands at some intersections. On Monday night City Councilmember Alan Gerson held a public forum on traffic and parking problems in the neighborhood, and accused the DOT of turning "a deaf ear to community concerns. Traffic on Grand Street is worse. Pedestrian crossings are more dangerous. Critical turns for the Fire Department, ambulances and police have become difficult."

A radical compromise could defuse the raging controversy over the Kent Avenue bike lane in Williamsburg. According to the Brooklyn Paper, the DOT is considering turning a section of heavily-trafficked Kent Avenue into a one-way, one-lane, northbound roadway between Clymer and North 14th Streets. Sources say this would appease residents who've been outraged over the parking spaces that were sacrificed to accommodate the bike lanes last year. The proposal, which would resemble the dedicated bike lanes on Ninth Avenue and Grand Street in Manhattan, would create parking lanes to serve as a buffer for a protected two-directional bike lane on the waterfront side. (A dedicated bike path on Kent has been a long term goal of the Brooklyn Greenway initiative.) The DOT is reportedly meeting with Williamsburg groups about the plan, and Transportation Alternatives spokesman Wiley Norvell tells us, "This looks like a win-win for everybody." Even die hard bike lane opponent Leo Moskowitz—who you'll recall from that infamous, illegal detour sign on Kent—is embracing the idea, telling Brooklyn Paper, "We are coming to a conclusion that benefits everyone." Could a group hug between Orthodox Jews and Brooklyn cyclists be far behind?

       

On Saturday a bunch bike-riding of clowns took to the streets to "liberate" bike lanes from the tyranny of parked and idling automobiles. Affiliated with advocacy group Times-Up!, the festive ride represented a mounting frustration on the part of cyclists who say the NYPD has not been doing enough to keep cars out of bike lanes. During the ride, some two dozen clowns simulated crashing into the backs of vehicles parked in bike lanes, and pleaded with drivers to move out of the way.

Police and firefighters park their vehicles at expired meters and in the middle of bike lanes all over town, but in Brooklyn the violations are particularly rampant, prompting outrage on blogs like Brownstoner. Now the Daily News has chimed in, confirming a "slew of trouble spots" where unmarked vehicles belonging to cops, firefighters and other government workers park illegally with impunity. On Jay Street reporters found 18 cars parked at expired meters; most "appeared" to be owned by cops or firefighters. Over on Adams Street, more than 20 cars were parked in a "No Standing Anytime" zone last week, displaying various permits including the NYPD and the court officers union. Also on Adams, a Chevy Blazer with a police department placard was parked in the bike lane. As anyone cyclist knows, cops love bike lane parking, and other motorists routinely block bike lanes with impunity. A spokesman for Mayor Bloomberg reminded the News that the city has slashed the number of placards issued to government workers by 54%. But Michael Burke of the Downtown Brooklyn Partnership says parking laws need to be enforced because "it adds to a sense of lawlessness in the community."

The clash between cyclists and bike lane opponents now has a very simple solution: DIY, laser-created bike lanes (projected from the bike frame) that accompany riders wherever they pedal. A couple designers at Altitude, Inc. have dreamed up what they're calling LightLane, which at this point doesn't actually exist, but with a little seed money from the DOT (or maybe cycling advocate David Byrne?) this could be the wave of the future. Of course, the naysayers will get bogged down in the logistics of the thing—one alarmist Boing Boing commenter opined, "It's all fun and games until you faceplant and accidentally blind a jet pilot."—but plenty of people said you couldn't bottle the scent of a Whopper, and Ricky's can't keep that one on the shelves. The only question here is how powerful they can make the lasers, because ideally they should be able to burn through Escalade tires.