Aaron Donovan

Traffic congestion is a defining characteristic of NYC living -- but that doesn't mean we have to accept it. Human health, community livability and economic activity are all compromised by the number of cars that cram onto our limited street space each day. A growing number of activists and policy makers have called for the adoption of price-based approaches, such as congestion relief or curb pricing, to address the problem in an effective and equitable manner. Join internationally known energy and transportation economist Charles Komanoff for an informative discussion of these and other options.

From the Assemble for Rights press release:

Here is a vehicle up in the Bronx that is too large for its driveway. So its owner just takes the sidewalk.

The Police Department is unilaterally proposing to change the City's parade permit rules (PDF) and under these new rules, the NYPD will have the power to stop any ten or more cyclists "proceeding together" if one of them breaks any traffic rules, law or regulation.

The Police Department is unilaterally proposing to change the City's parade permit rules (PDF) and under these new rules, the NYPD will have the power to stop any ten or more cyclists "proceeding together" if one of them breaks any traffic rules, law or regulation.

One of those subtle aspects of life that serves to normalize auto transport as the only thing going is the way most maps are designed to barely include railroad tracks and stations, presumably so as to avoid interfering with roads and Interstates and their giant identification shields. But when we plug some fun data into Google mashup mapping, it is clear that the rail system serving the metropolitan area is extensive, probably more extensive than most people realize. This screenshot shows the location of stations served by New York City's four passenger railroads: Metro-North in blue, NJ Transit in green, the LIRR in red and Amtrak in purple.

In April 2006, the Department of Transportation created a new pedestrian plaza by restricting vehicular access to Willoughby Street between Adams and Pearl Streets and the Adams Street Service Road at Willoughby Street. By law, all street closures lasting longer than 180 days are subject to a Community Reassessment, Impact, and Amelioration (CRIA) Statement or Environmental Assessment Statement, and a public forum prior to the statement’s issuance.

The Center for Rethinking Development at the Manhattan Institute presents . . .

Last week Alec posted a vision for transit-oriented development that was met by the Streetsblog commenters with less than universal enthusiasm. While we are on the subject, I submit a vision being acted upon that I find close to ideal. Here we see Jersey City, specifically the two blocks of Newark Avenue between Erie Street and Christopher Columbus Drive. The large building under construction in the background sits atop the Grove Street PATH station, a spot of land that represented an excellent opportunity for high density growth because it was formerly a collection of parking lots with a half dozen low-rise buildings including what looks like it was an automobile service garage. 

Photo: Seth Taylor