I was in Seville last week for the first time since February 2007, and in the intervening year there's been something of a transportation revolution in the city. It's most visibly evident in the Sevici bike-share bikes (bicis in Spanish) that are everywhere. The system launched in April 2007, and ultimately there will be 250 stations and 2,500 bikes spread throughout the city of some 700,000 residents.

I saw the bikes in use by locals in all parts of town, including the rather bleak office parks and university complexes on the west side of the Guadalquivir River. The cycles seem less popular among tourists, although they're a great way to get around the very flat terrain -- and, at 5 euros for a weekly membership with the first half hour of each ride free, and very reasonable rates for longer use, they're a good option.

One of the most amazing things to me was how quickly the city has put in an extensive bike-lane network. The green-painted lanes lead you for miles and miles through the city's neighborhoods, and as far as I could tell, they're all protected. In many places, this is done by putting the bike lane in the street shielded by a low concrete barrier -- enough to deter cars, but far less unsightly than the Jersey barriers used in some parts of New York. Elsewhere -- and here is the revelation, as far as I'm concerned -- the bike lane shared the sidewalk with pedestrians. Not once, in nearly a week, did I see this causing any distress to pedestrians or cyclists (although one resident did grumble to me, somewhat half-heartedly, about reckless cyclists).

New York City Transit staff introduce passengers to Bx12 Select Bus Service at Broadway and Isham in Inwood

New York City Transit's Select Bus Service made its prime time debut this morning on the Bx12 line, which connects Co-op City in the Bronx with Inwood in Upper Manhattan via Fordham Road and 207th Street. As we reported in March, NYCT's brand of Bus Rapid Transit lets riders prepay the fare at bus stops, resulting in quicker boarding times once the aqua blue SBS bus arrives. (Fare collection is limited to MetroCards and coins; credit card functionality still to come.) Contrary to reports that the fledgling service is universally despised, the attendant we spoke with said that, aside from some confusion over how to handle transfers, customers were adjusting well.

Changing motorists' behavior is another matter. In spite of the fresh terracotta paint and new signage, the lanes on 207th Street were full of parked vehicles. As pictured after the jump, even transit supervisors were helping themselves, to the point that the NYCT employee mentioned it as a hindrance.

Thank you, David Gantt.

(more...)

Last week, the New York City Council approved a special permit granting developer Glenwood Management the right to build a 400-car parking garage at 310-328 West 38th Street. The decision was not unexpected, as the permit had already been approved by the City Planning Commission earlier this month.

The garage, situated near the mouth of the Lincoln Tunnel, will add more traffic to the already-congested streets of Hell's Kitchen, but its approval has strengthened calls to review similar permits more carefully in the future. "There are some positives," said Christine Berthet of the Clinton/Hell's Kitchen Pedestrian Safety Coalition (CHEKPEDS) in an email message. "The Borough President's office, the City Planning Commission, and the council all have special permits on their radar, and the commission indicated they are ready to do 'something about parking.' The Speaker is also interested in a long term action."

As a 2005 re-zoning leads to a surge in development around the West Side railyards, adopting stricter standards for the approval of special permits could prevent a concurrent boom in parking. The leniency of the current approval process, said Berthet, flies in the face of the city's goals for air quality and traffic reduction, and approving a flurry of permits now would saddle the neighborhood with parking facilities for years. "The special permit is like radioactive material," she said. "It remains toxic for a very long time."

Photo of traffic on 10th Avenue: SarahNYC/Flickr

We can't set this one up any better than Mr. Eckerson himself, so without further ado:

At just about any public gathering I go these days, there's usually at least one person who will come up and give me an enthusiastic "Bike Box!", based upon our earlier, popular Streetfilm. In my heart I hoped there would one day be a sequel to Bike Box, and it all came together last week while in Portland at the World Car-free Conference. Earlier this year, Portland's Office of Transportation installed many high visibility bike boxes that are filled in lime green to help cyclists avoid right hook collisions. (Note: NYC now has a few green ones as well.)

What we were unprepared for was being stopped by random cyclists who wanted to lend their collective "Bike Box!" exclamations. So watch and see all the fun improv as it flows.

Clarence and the Streetfilms crew are also looking for homegrown bike box videos to feature in the Streetfilms sidebar. To participate, post a vid of bike boxes in your city on YouTube and tag it "streetfilms."

Bike Box!

With last week's bus camera vote in Albany inspiring calls for Mayor Bloomberg to engage in civil disobedience, Streetsblog has been taking a closer look at how Assembly transportation committee chairman David Gantt was able to bring down a bill that reportedly enjoyed majority support among his members and won approval in the New York City Council by a 40 to 7 vote.

Recall that the bill, critical to the success of the city's Bus Rapid Transit plans, was scheduled by Gantt for a motion to hold, meaning that a "Yes" vote would table the bill. In the official roll call, six co-sponsors of the bill were recorded as having voted "Yes," essentially killing legislation they had earlier endorsed. This drew the attention of the Times, which questioned whether Gantt had influenced the votes of committee members.

While Gantt told the Times he doesn't go around "breaking people's arms," multiple sources familiar with the vote told Streetsblog that some co-sponsors sided against bus cameras in order to preserve their relationship with the chair.

The rest of the story indicates why a committee member would want to stay in good standing with Gantt.

Brooklynites fretting that their borough would be excluded from this summer's car-free fun can rest easy. For four consecutive Saturdays beginning on July 19, Bedford Avenue in Williamsburg will be closed to cars from Metropolitan Avenue to North Ninth Street from noon to 7 p.m.

"Williamsburg Walks" is spearheaded by Billburg.com in association with neighborhood merchants and residents, Transportation Alternatives and DOT (though it's not officially part of the Summer Streets rollout). As organizers are taking pains to point out, the event is not a street fair -- no scheduled events, no tents, no tube socks -- but an opportunity for locals to enjoy public space free of auto traffic. Said coordinator Connie Colvin to the Brooklyn Paper:

“It’s really an experiment of letting the community take over the streets ... People can sit out in the street and do whatever they’d like. We expect for it to be a reflection of the area and the community — the artistic community, the Polish community, the Latino community.”

Billburg has more info and an online forum, and completists may be interested in the event brochure [PDF].

We have word that a proposal to open Montague Street in Brooklyn Heights to pedestrians is still in the "what if" stage. And the Park Slope Civic Council is working on four car-free streets events, on 5th and 7th Avenues, though prospects for this summer are uncertain.

It looks like Emil Choski wasn't crazy after all. While he didn't do any of the real organizing or politicking, the publicity-generating freelance Choski began promoting the idea of a Car-Free Bedford in the spring of 2005.

In a weekend speech to the U.S. Conference of Mayors, Senator Barack Obama continued to distinguish himself on urban policy, talking up cities as vital economic centers worthy of investment. Harry Moroz of DMI Blog has the story.

Obama opened with a reference to his time as a community developer in Chicago and he joked (I paraphrase):

“You know if I’m president I’m going to talk about cities. If I don’t, you know you can just talk to [Chicago] Mayor Daley who will make sure that the pot holes in front of my house don’t get filled.”

Obama called for a new vision of cities, one that recognizes the growth of both cities and metro areas... Strong cities, Senator Obama suggested, are the backbone of regional growth and regional growth the source of national prosperity.

Finally, the Illinois Senator returned to the vision of cities he set out at the beginning of the speech: “we must stop seeing cities as problems and start seeing them as the solution.” Indeed, Obama called this the “new metropolitan reality”.

In highlighting the differences between himself and his presumptive opponent in November, Senator John McCain, Moroz writes that Obama "attacked Senator McCain’s criticism of the COPS program and Community Development Block Grant funding, both of which are major priorities for mayors." Meanwhile, a "Talk of the Town" item from this week's New Yorker posits that Obama is the real straight-talker of the two candidates for president, and suggests that staying the course on issues like energy policy will help him with voters.

It seems elitist "green" types aren't the only ones who think city parks should be reserved for people. A passage from this week's New York Magazine feature "Who Owns Central Park?" reveals that regular Joe business execs recently warned Mayor Bloomberg of the economic consequences of a city so dominated by cars.

Last April, about two dozen executives signed a letter delivered to the mayor’s office arguing that the administration’s car policy is hurting the city’s ability to prevent hedge funds from decamping to Greenwich, or Wall Street jobs’ being shipped overseas. “The talent pool we seek to draw from is increasingly focused upon maintaining personal fitness. They are disproportionately triathletes, marathoners, and the highly fit. Cycling in particular is a key interest, and has become a key business-related networking activity,” the group wrote. “What about the loss of yet another team of financial professionals, formerly based on Wall Street, who decide to move to Connecticut to start a hedge fund, because life is just too difficult in New York City?” 

Though the story focuses on the territorial battles among park users, it reads, "There’s one issue about which runners, cyclists, and dog owners are in full agreement: cars." Says Transportation Alternatives' Paul Steely White: "The anger you see in the park is similar to the ire you see in Park Slope with the double-wide strollers. Our view is, Don’t get mad at the stroller moms. Get mad at the city for providing such limited car-free space.”

Earlier this month, TA was joined by Manhattan Borough President Scott Stringer in calling for a three-month car-free trial for Central Park, based on a study that showed it would reduce cut-through traffic on neighborhood streets. Brooklynites are pushing for a car-free summer in Prospect Park as well. With the city's "Summer Streets" program set to launch this year, keeping cars out of parks seems only logical, but no word as of yet.

Photo: Ed Yourdon/Flickr

Responding to yesterday's post on Ikea shuttle buses causing a stir in Cobble Hill and Carroll Gardens, Streetsblog commenter Lee Watkins reminds us of the company's Danish bike-share program. As previously noted here, Copenhagenize has the scoop:

IKEA of Denmark is now starting a new concept at their Danish stores. They did a bit of market research and found that roughly 20% of their customers rode their bikes to the stores - even though most of them are located outside the cities in large commerical centres - some call them Big Box Districts - which are located outside the city centre.

IKEA has invested in Velorbis bikes, at a couple of their stores, that will pull trailers so that customers can ride home with the new purchases.

According to Copenhagenize, two Ikea stores outside the city -- one of them located 12 miles away -- feature bikes and trailers for rent. The Velorbis web site says the bikes are offered for use at no cost (Treehugger puts the deposit at $100 US). As remote as many New Yorkers may consider Red Hook to be, it isn't exactly a suburb, yet Ikea chose to make room for 1,400+ cars there while forgoing bike accommodations altogether. What gives?

If it works in Denmark, Ikea will reportedly be exporting its bike rental program to other countries. Let's hope Brooklyn is considered urban enough for the company to give it a try here in the States. (Confidential to Ikea: these folks would probably be happy to hear from you.)

Photo: Velorbis

Commissioner Janette Sadik-Khan unveiled the Department of Transportation's New York City Public Plaza Program last night at the Pratt Institute in Manhattan. Through the program, DOT aims to transform "underused streets into vibrant, social public spaces" throughout New York City. To create and run these new public plazas DOT is seeking to partner with local non-profit organizations.

The initiative is "the first community-based planning program that has capital funding attached to it," Sadik-Khan said. DOT has allocated $43.1 million in capital funds over three years (about $14 million per year) for planning, design and construction of the new public spaces. Additionally, Commissioner of Small Business Services Rob Walsh said that his agency has allocated $50,000 per year over three years to pay for the programming and maintenance of plazas in neighborhoods with no business improvement district (BID).

DOT is accepting applications from community groups through Tuesday, August 19. Applications can be downloaded here. There will be an information session on Wednesday, July 16th, from 9:30-10:45 a.m. at 40 Worth Street, Rm. 814.

State lawmakers reached an agreement yesterday allowing the city to move forward with plans for a recycling transfer station on Manhattan's Gansevoort peninsula near 14th Street. The step may do more to reduce traffic than any other measure passed during the latest legislative session, which wrapped up this morning.

The Gansevoort station is part of the city's Solid Waste Management Plan. By requiring each borough to handle its own trash, the plan is projected to reduce truck traffic within the city by about 3.5 million miles per year, in total. Areas that handle a disproportionate amount of the city's waste and the attendant truck traffic -- and suffer higher asthma rates as a result -- stand to see the greatest relief. As Mobilizing the Region noted last month, the opening of a Manhattan recycling station will mean fewer trucks fanning out to the Bronx, Brooklyn, and New Jersey.

Because the Gansevoort station is slated for a site on the Hudson River Park, state approval was required. Speaker Sheldon Silver had blocked the station last October at the behest of three Manhattan Assembly members. This time around, provisions were included to set aside future park funding and assure public access to the Hudson River Greenway during construction.

Photo: anazzarophotography/Flickr

Yesterday, retiring New York State Senate Majority Leader Joe Bruno handed the reins to Deputy Leader Dean Skelos, Republican from Nassau County. Though some see this unforeseen development as an opportunity to move on much-needed reforms in Albany, it's not great news for advocates of congestion pricing.

If Governor Paterson looks to revive pricing via the Ravitch Commission, as is being reported today, he could very well lose the support of the Senate under Skelos, who, unlike Bruno, is an avowed opponent of the concept.

Skelos voted against the formation of the Traffic Congestion Mitigation Commission in 2007, though Bruno supported the move, which was widely seen as a concession to lawmakers who were skeptical of the city's original proposal. (Even ardent pricing foe Assemblyman Richard Brodsky voted to go ahead with the commission.) As late as April of this year, Skelos had this to say at a "virtual town hall" meeting:

I am ... opposed to congestion pricing and have already voted against it once in the State Senate. It's another form of a commuter tax and will place an unfair burden on middle-class Long Islanders who are already struggling to make ends meet.

Ironically, pricing's chances in the Senate could improve if Democrats assume the majority in the fall. Though he didn't make much noise about it, Minority Leader Malcolm Smith reportedly favored the plan.

The Assembly, of course, is another matter entirely.