‘A city that prioritizes the lives of a majority of its people over the demands and convenience of automobile drivers would not hesitate to saturate every city street, avenue and highway throughout the five boroughs with speed cameras that operate 24 hours a day. ‘
‘In a truly just and fair city, public transit would be an affordable lifeline to economic opportunity. The subway and bus system would support upward mobility and the best way to bring that vision to fruition, would be to do away with subway and bus fares altogether. ‘
The majority of the city’s designated bike lanes are unprotected: basically nothing more than around thee-feet wide stretches of asphalt marked by strips of paint and an occasional bike lane symbol. That has to change.
They don’t sit in traffic. They don’t depend solely on the MTA to get them to work or home. But the people who commute on two wheels have plenty of reason to back a policy of charging cars to use the streets that many drivers think they own.
Every time a new mayor or borough president gets elected, the city pays around $350 to update each of the affected signs. Photo by: Cody Lyon
A city with as much gall as ours doesn’t wimp out, even at road signs. By: Cody Lyon
Drivers, cyclists or pedestrians traveling New York City roads, bridges and tunnels face a bewildering array of signs – 1.3 million of them in fact. There are greeting signs between the boroughs, like the one – along a Brooklyn border – saying goodbye with a dialect: “Leaving Brooklyn ‘Fuhgeddaboutit.’”
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