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Comments (805)
Comments (805)
No daylight under the BQE. At night the intersection is completely dark. Extremely dangerous to walk.
Expand this square into a real park with benches, trees, bioswales, dog run. There is enough room here to make a great neighborhood amenity. The slip road off of McGuinness onto Graham Ave is totally unecessary. Remove the slip road and give the space to the park.
No protected pedestrian and bike path under the BQE
No crosswalk or protected bike / pedestrian path across the dark, dangerous, confusing BQE intersection that is a high speed auto free for all.
Drivers on McGuinness accelerate aggressively onto BQE on-ramp. Cars often start accelerating through lights at Engert, Newton and Bayard to race the lights at hit the BQE on ramp. This on-ramp should be REMOVED. It would hugely reduce the use of McGuinness as a through-highway from Long Island City to the BQE.
Drivers turning off Meeker onto McGuinness frequently cut through the gas station to avoid the red light.
Traffic calming needed to mitigate cars aggressively merging out of the off-ramp at highway speeds. Intersection under BQE is loud, dark and confusing to all (drivers, peds, cyclists).
Perfect location for pocket park or bioswale. This concrete triangle needs more greenery. Narrow or eliminate through lanes on Newton St to free up public space for traffic-calming bioswales.
Traffic calming is needed at McGuinness intersection with Meeker Ave. As a pedestrian it is dangerous to cross Meeker, under the BQE and across McGuinness. Southbound cars on McGuinness attempt to beat the lights at Engert, Newton and Bayard in order to hit the W 278 on-ramp at high speed. Traffic off the E 278 Exit 33 off-ramp aggressively merge onto Humboldt/McGuinness at high speed. The entire traffic complex under the BQE at Meeker/Humboldt/McGuinness is designed as a pedestrian-hostile highway that encourages drivers to race through the neighborhood as if it is not a dense residential area.
McGuinness has two modes of existence: 1) as an empty highway for speeding; 2) as a rush-hour traffic jam. This is because a large traffic volume is not local. However, locals in Greenpoint who drive fear that a road diet will "make traffic worse." In fact, the induced demand of through-traffic on the the multi-lane highway will fall away when the excess lanes are removed -- and this will actually IMPROVE conditions for local drivers in the neighborhood. It's a similar situation for parking. Local drivers fear that removing parking on McGuinness will make it harder for them to park. But parking on side streets fills up with non-local vehicles during the day, forcing local residents returning by car at the end of the day to compete with them. DOT could solve this with a residential parking permit program. DOT, please make sure your traffic study accounts for LOCAL traffic volumes (ie trips that start/end in Greenpoint) versus THROUGH traffic volumes -- this will provide the evidence needed to address the fears of local drivers who worry that reducing car lanes will harm them (it won't -- it will simply curb the elastic demand of through traffic). Please also consider what a local residential parking program would look like -- this will provide the evidence needed to address the fears of local drivers who worry that reducing parking lanes will harm them (it won't -- eliminating parking on McGuinness will provide space for protected bike lanes and non-car users, and a parking permit program would protect local drivers from having to compete for non-local parking). Please note this comment applies to all of McGuinnes Blvd.
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