Thursday Sunny, with a high near 47. Wind chill values between 25 and 35 early. West wind around 15 mph, with gusts as high as 28 mph.
Thursday Night A chance of rain and snow, mainly after 2am. Increasing clouds, with a low around 34. West wind 8 to 13 mph becoming light after midnight. Chance of precipitation is 30%.
Enjoy it while you can, because here's what happens next...
Guess we don't get a spring this year, bummer.
And if your route takes you over the GWB be sure to check the status of the south sidewalk as it was closed for a time due to the wind, though it did reopen:
The previous alert for the GWB Sidewalk due to high winds is no longer in effect. The walkway is now opened. — GWB Sidewalk Alerts (@PANYNJ_GWBWalk) April 4, 2018
Moving on, here's more on the state of the Brooklyn Bridge:
Don't expect the DOT to widen the walkway anytime soon, since the won't even start plucking at the cables to see if they can handle it until 2019:
In December 2017, the city Department of Transportation (DOT) released a series of recommendations for decreasing crowding on the walkway. They were partially based on a study done the previous year by the consulting firm AECOM. Among them were creating a new bicycle-only entrance on the Manhattan side and limiting the places where vendors could sell their goods on the path.
However, the report postponed any decision on a proposal to widen the wood-and-concrete walkway, which is only 10 feet wide in some places, by building new decks on top of girders that are placed directly on top of the car lanes. DOT said that the strength of the bridge’s cables needs to be tested first, according to The New York Times. An inspection is scheduled for 2019.
One good way to reduce stress on those cables would be to get rid of the cars.
Anyway, conditions weren't too bad on the walkway when we flew the Bike Forecast Traffic Copter over it yesteday afternoon, though that's still a lot of people considering it was windy enough to blow your hat to Staten Island:
In other news, the city's game of "Bike Share Bachelor" is down to 12 finalists:
The city will interview executives and announce their selection of one or multiple companies for the pilot within the next few months. Glen said the city has several key interests: affordability, seamless coexistence with Citi Bike’s current system and strong management strategies to help ensure bikes aren’t left in inappropriate locations.
“The last thing we want to have happen is some of those horror pictures you see of [bikes] in Beijing and Shanghai, where bikes are just littering the streets,” Glen told reporters after the event. “So we’re very interested in the actual operations and logistics of how these systems are going to work and, again, how they are going to coexist with the existing docks.”
Ah yes, the "horror pictures." We've all seen those:
Though maybe we should keep things in perspective:
THIS IS SOME DEEP SHADE AND I LOVE IT. https://t.co/cWNbltyFyD— Elisabeth (@eGrindcore) April 4, 2018
Yes, increasingly more and more people are becoming aware of the automotive double standard, and here's a story in the Columbia Journalism Review about how it comes through in news reporting:
It's all here. The victim-blaming:
She ran into traffic. He was wearing dark clothing. They didn’t use the crosswalk. In the aftermath of crashes between drivers and vulnerable road users, such as pedestrians and cyclists, there’s a tendency to blame the victim. It’s just one way the media fails to properly cover traffic collisions, according to a new report from MacEwan University. When nearly 5,000 Americans are killed every year in traffic while walking, and another 800 on bike, it makes you wonder what’s really happening on our streets and how we, as journalists, can better communicate those stories to our readers. The words we choose matter, and so do the ways we examine the actions of drivers, and the infrastructure and policy decisions of our cities and towns.
“The helmet fixation redirects attention away from the overarching problem of vehicular violence, assisting in its denial,” according to a report released last month by the University of Heidelberg. Even in cases when a helmet would not have prevented death, the absence of one is usually noted, as in The Cleveland Plain Dealer’s 2009 coverage of the death of a young cyclist, Sylvia Bingham. Wearing a helmet would not have made a difference in the outcome of the crash, according to Bingham’s doctor. But the reporter, in the paragraph immediately following that statement, noted Bingham wasn’t wearing a helmet and included two additional incidents in which cyclists lacked them.
And the general sense of apathy and resignation that surrounds death by motor vehicle:
Pedestrian and cyclist deaths aren’t isolated incidents, and reporters can use a single death to highlight at-risk areas in their city. Coverage that fixates on individual responsibility, such as wearing a helmet or waiting for the pedestrian signal, misses the opportunity to push the conversation—and the city—forward. Reporters should ask questions like, Why did the victim cross the street where they did?, What can be done to prevent a similar situation in the future?, or Why are so many cyclists getting struck at that intersection?
The mainstream media should come around on all of this by the time the DOT expands the Brooklyn Bridge Walkway.