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Posts from the East Harlem Category

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Want Safer Biking and Walking Across the Harlem River? Tell DOT Your Ideas

Residents from the Bronx and Manhattan told DOT last night how they want to improve walking and biking across the Harlem River bridges. It was the second of four Harlem River bridges workshops this month.

Bronx and Upper Manhattan residents had plenty of suggestions for DOT last night. Photo: Stephen Miller

Bronx and Upper Manhattan residents had plenty of suggestions for DOT last night. Photo: Stephen Miller

DOT is looking to improve access at all 16 bridges along the Harlem River, including the soon-to-open Randall’s Island Connector. Streets up to a mile inland on both sides of the river fall within the scope of the project.

“We’re not coming here with a plan,” project manager Alice Friedman told the approximately 15 people at last night’s workshop. “We’re really here to hear from you.”

Attendees last night split into three groups to highlight problem areas and offer suggestions. Most wanted wider paths on the bridges, safer intersections where the bridges touch down, and protected bike paths connecting nearby neighborhoods to the crossings. There were also smaller requests, such as better signage, more lighting, mirrors on blind corners, and improved snow clearance.

Mychal Johnson of South Bronx Unite said he often uses Exterior Street on rides to Mill Pond Park. “This is our safest route,” he said. “And there’s nothing protecting bikes. And there should be.”

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The Post’s Highly Selective Outrage About Traffic Violence

The bicycle of the man killed by a reckless East Harlem driver fleeing police. Photo via WPIX

The bicycle of the man killed by a reckless driver fleeing police in East Harlem. Still via WPIX

Yesterday, a driver fleeing police killed a cyclist on East 129th Street near Madison Avenue. DNAinfo, the Daily News, CBS 2, and WPIX all covered the crash. So did the Post, but the paper reserved its front page for a different bike story, assigning a reporter and photographer to tail Jason Marshall, the cyclist who struck and killed pedestrian Jill Tarlov in Central Park last year.

Their “exclusive” video, shot from the front seat of a car behind Marshall, blew an important story wide open: He took a “risky ride” on a bicycle with his son yesterday and didn’t follow the letter of the law. So now we can look forward to a wave of follow-up stories from the Post about the transgressions of drivers who killed pedestrians, splashing their photos across the front page when they double-park or turn right on red. Right?

A few hours after the Post’s big scoop, there was an actual case of traffic violence on E. 129th Street near Madison Avenue. A cyclist was rear-ended and killed by a driver who kept going, hitting another car and fleeing the scene on foot with two other people.

NYPD has not released the victim’s name, pending family notification, but DNAinfo reports he was a 42-year-old professor and physician who worked at New York-Presbyterian/Weill Cornell Medical Center and received his doctorate from St. Petersburg State University in Russia.

“I looked and saw the guy laying flat out in the street. He had on a white polo. He was on his right side and was completely out. He didn’t move one inch. The bike was mangled,” Lisa Luis, 35, told DNAinfo. “It was horrible.”

The driver kept going, turning south onto Madison Avenue into oncoming traffic, then turning right onto E. 128th Street, also against traffic, and striking a Volkswagen before fleeing on foot.

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Eyes on the Street: Curb Extensions on Park Avenue in East Harlem

Crews install a concrete neckdown at Park Avenue and 111th Street. Photo: NYC DOT/Facebook

Crews install a concrete neckdown at Park Avenue and 111th Street. Photo: NYC DOT/Facebook

People crossing Park Avenue in East Harlem often have a tough time seeing cars coming down the street. A stone viaduct that carries Metro-North trains overhead reduces visibility for walkers, cyclists and drivers alike. This week, DOT poured concrete for neckdowns at East 111th Street as part of a larger street safety project.

The neckdowns at 111th Street expand the short sidewalk in the median below the train viaduct, allowing pedestrians to safely stand in a visible location before crossing the street.

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Bus Lanes Worked Wonders on East 125th. Now What About the West Side?

On the section of 125th Street with new bus lanes, bus trips are now a third faster than before. Image: DOT/MTA [PDF]

On the section of 125th Street with new bus lanes, transit speeds increased by a third. Image: DOT/MTA [PDF]

Since debuting last year, Select Bus Service on 125th Street has dramatically improved transit speeds, especially on the section with dedicated bus lanes east of Lenox Avenue, according to NYC DOT and the MTA. The results strengthen the case for adding bus lanes west of Lenox, which DOT had scuttled in 2013 in response to resistance from local electeds. With more favorable politics prevailing today, the agency could revive bus lanes for West Harlem and greatly extend the impact of 125th Street SBS.

The improvement in bus service thanks to camera-enforced transit lanes, off-board fare collection, and other SBS features is impressive [PDF]. From end to end, the M60 bus from 110th Street to LaGuardia Airport now travels 11 to 14 percent faster than it did before. On 125th Street between Second and Lenox Avenues, the only part of 125th to receive dedicated bus lanes, the M60 is now 32 to 34 percent faster, an improvement that MTA bus planner Evan Bialostozky called “shocking, to even me.”

The M60 isn’t the only route to benefit from the new bus lanes: Local bus trips on the M100 and Bx15 are 7 to 20 percent faster between Second and Lenox.

“That’s helping a lot of people,” Bialostozky told the Community Board 9 transportation committee last Thursday. Crosstown buses on 125th Street serve more than more than 32,000 riders every day. Before the dedicated transit lanes debuted last year, these routes had been among the city’s slowest buses, crawling through traffic and around double-parked cars.

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One City, By Bike: Unlocking Uptown Cycling With the Harlem River Bridges

This is part four of a five-part series by former NYC DOT policy director Jon Orcutt about the de Blasio administration’s opportunities to expand and improve cycling in New York. Read part onepart two, and part three.

Photo: Stephen Miller

Biking onto the Madison Avenue Bridge from the Bronx. Bike access to and from Harlem River bridges ranges from inconvenient to very dangerous. Photo: Stephen Miller

Forging good cycling routes across the Harlem River represents a strong organizing principle for a multi-year program to deliver better cycling to Harlem, Washington Heights, and the Bronx.

Just as many of the bike lanes in Brooklyn north of Prospect Park and Manhattan south of 14th Street emerged around the bikeways on the Brooklyn, Manhattan and Williamsburg Bridges, the Harlem River bridges present natural focal points for bike network development. A comprehensive set of improvements here would be a major contribution to the “Bill de Blasio bike network” I began to outline in part three of this series. It could also go hand-in-hand with Citi Bike expansion into the Bronx.

While most of the pathways on the Harlem River spans are good or at least decent for cycling, connections from the bridges to Manhattan and Bronx streets run the gamut from inconvenient and unwelcoming to very dangerous. A bike network program for the Harlem River bridges would create safer, more attractive access and egress routes, linking the bridges to ongoing bike network development in the southern Bronx and upper Manhattan. A few examples:

  • The connection from First Avenue to the Willis Avenue Bridge needs traffic calming, longer crossing times and more room for cyclists and pedestrians to protect them from heavy traffic turning from First Avenue onto 125th Street.
  • The Bronx side of the Third Avenue Bridge is characterized by very heavy traffic coming from several directions, with poor design and inadequate signal time for pedestrians and cyclists getting to or from the path. The bridge itself still features “cyclist dismount” signs. Painted bike lanes on Third Avenue in the Bronx are severely worn and require cyclists to negotiate extremely intimidating traffic.

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DOT: No Plans for Park Avenue Bike Infrastructure After Recent Deaths


The west side of Park Avenue and 108th Street, facing south. Image: Google Maps

DOT will consider design changes at the Park Avenue intersection in East Harlem where drivers have recently killed three cyclists, but there are no plans for new bike infrastructure along the Park Avenue viaduct.

Livery cab driver Nojeem Odunfa hit cyclist Jerrison Garcia at Park Avenue and E. 108th Street Monday morning, reportedly dragging Garcia 80 feet before stopping. Odunfa was charged with aggravated unlicensed operation and careless driving.

“There’s car accidents here all the time,” a local resident told DNAinfo. “They drive like this is a highway.”

Park Avenue is divided by a Metro-North viaduct from E. 102nd Street northward. There is car parking on northbound and southbound Park along this 30-block stretch, but no bike lanes. Cyclists on Park must share one through-lane with moving vehicles, and riding on Park or biking across Park entails negotiating intersections with limited visibility.

Jerrison Garcia was the third cyclist killed at 108th and Park since July 2012. Image: I Quant NY

It’s no secret that this segment of Park Avenue is dangerous for people on bikes. Garcia was the third cyclist killed at the E. 108th Street intersection since 2012. There were six additional crashes resulting in cyclist injuries on Park between E. 106th and E. 110th Streets from April to September 2013, according to I Quant NY. Data mapped by Transportation Alternatives’ CrashStat show dozens of cyclist injuries along the viaduct, and one death, from 1995 to 2007.

The viaduct area is also hazardous for pedestrians, and a DOT project to make it safer to walk there is underway. In light of recent cyclist deaths and injuries, on Monday we asked DOT if the agency is reviewing conditions at Park and E. 108th, and if bike infrastructure improvements along the viaduct are in the works.

Here is DOT’s reply:

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Jerrison Garcia, 25, Third Cyclist Killed Near Park Ave. Viaduct in Two Years

Cyclists on Park Avenue are sandwiched between the viaduct and parked cars while contending with moving vehicles and intersections with limited visibility. Image: Google Maps

Cyclists on Park Avenue are sandwiched between the viaduct and parked cars while contending with moving vehicles and intersections with limited visibility. Image: Google Maps

Update: Cab driver Nojeem Odunfa of the Bronx was charged with aggravated unlicensed operation, careless driving, and a right of way violation, according to NYPD. Odunfa was not immediately charged for killing Jerrison Garcia, and, if past patterns hold, he won’t be. Aggravated unlicensed operation carries nominal penalties and tends to be the default charge against sober unlicensed drivers who kill cyclists and pedestrians in NYC.

For the third time in two years, a driver has killed a cyclist at the same Park Avenue intersection, under the Metro-North viaduct in East Harlem. In addition to recent fatalities, data show that Park Avenue along the viaduct is a hotspot for cyclist injuries.

At around 5:15 this morning, a livery cab driver traveling southbound on Park turned left into Jerrison Garcia, who was also southbound, at E. 108th Street, according to DNAinfo.

Blood stains at the intersection marked the roughly 80 feet that police said Garcia was dragged until the livery cab came to a rest on 108th Street.

Garcia, 25, was pronounced dead at Mount Sinai Hospital. The 65-year-old driver, who reportedly works for Glory Car and Limo Service, was taken into police custody. NYPD told Gothamist “it was more than likely he would be charged with driving with a suspended license.”

Park Avenue is divided by the viaduct from E. 102nd Street northward. There is parking on northbound and southbound Park Avenue along this stretch, but there is no designated lane for cyclists, who must share one narrow through-lane with moving vehicles while negotiating intersections with limited visibility.

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A Woman Dies, So East Harlem’s Top Cop Taunts Street Safety Advocates


Thomas Harnisch, commanding officer of the 25th Precinct, reacted to a woman’s death on the subway tracks at Union Square by antagonizing Transportation Alternatives and advocate Keegan Stephan of Right of Way on his personal Twitter account.

After a woman was killed by a subway train in Union Square yesterday, Captain Thomas C. Harnisch, commanding officer of the 25th Precinct, took to Twitter to harangue street safety advocates. His comments, since deleted, claim advocates “seize on a tragedy and assign culpability having no facts… to further your agenda.”

Harnisch, whose officers were busted last year writing bogus tickets to cyclists for using a bike path, used his personal account to send Transportation Alternatives and street safety advocate Keegan Stephan a link to a news story about a woman who fell onto the subway tracks and was killed by an oncoming train on Saturday. “Let me guess, driver’s fault right?” he said.

Stephan replied, “A woman is dead and you are using this as an opportunity to criticize our attempts to save lives?”

Minutes later, Harnisch replied using the 25th Precinct’s official account: “Isn’t that what you do? Seize on a tragedy and assign culpability having no facts? To further your agenda?” The tweet was later deleted, but Stephan posted a screen capture.

This tweet about traffic safety advocates from Captain Thomas C. Harnisch, commanding officer of East Harlem's 25th Precinct, was deleted yesterday after Harnisch first tweeted from his personal account.

This tweet about traffic safety advocates from Captain Thomas C. Harnisch, commanding officer of East Harlem’s 25th Precinct, was deleted yesterday. Image via Keegan Stephan/Twitter

NYPD’s public information office has not replied to questions about Harnisch’s comments.

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Select Bus Service Launches on 125th Street

Transportation Commissioner Polly Trottenberg speaks at today's event marking the launch of Select Bus Service on 125th Street. Photo: Stephen Miller

Transportation Commissioner Polly Trottenberg speaks at today’s event marking the launch of Select Bus Service on 125th Street. Behind the podium are City Council Speaker Melissa Mark-Viverito, Council Member Mark Levine, Carmen Bianco of New York City Transit, State Senator Adriano Espaillat, and City Council Transportation Chair Ydanis Rodriguez. Photo: Stephen Miller

On Sunday, Select Bus Service launched on a route that stretches from 125th Street in Harlem to LaGuardia Airport. Public officials marked the occasion — the first SBS route to debut during the de Blasio era — at a Harlem press conference today. With off-board fare collection and dedicated bus lanes (on part of the route), the upgrades will speed cross-town trips for 33,000 bus riders daily, on both the M60 SBS route and local routes that will benefit from the bus lanes only.

Not that long ago, it seemed like SBS on 125th Street might never happen. The bus lanes were originally planned to extend between Second and Morningside Avenues, but after State Senator Bill Perkins led objections to the planning process, the plan was scaled back, calling for bus lanes between Second Avenue and Lenox. The entire project appeared dead soon after, then was revived in October after closed-door meetings with Perkins and other erstwhile opponents.

At today’s press conference, elected officials made the case for extending the bus lanes west to Morningside.

“While it’s a fabulous day for East Harlem, it’s a slightly less wonderful day for Central and West Harlem, because a key feature of this route, which is the bus-only lane you see right here, stops — comes to an abrupt halt — at Lenox Avenue,” said Council Member Mark Levine. “That’s simply not fair to residents in the western part of this wonderful street.”

Levine, whose call for extending the bus lane was echoed by State Senator Adriano Espaillat, said he hoped that it could be implemented as soon as this fall.

City Council Speaker Melissa Mark-Viverito thinks success on the initial segment will lead to westward expansion. “Once people start using this and really seeing the benefits, you’re going to start getting the support of people asking and clamoring for more,” she said. “Some of us, we thought this wouldn’t move forward.”

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East 106th Street Road Diet and Bike Lanes Head to Manhattan CB 11

DOT is proposing a road diet for East 106th Street. CB 11's transportation committee could vote on it as soon as next month. Image: DOT

DOT is proposing a road diet for East 106th Street. CB 11’s transportation committee could vote on it as soon as next month. Image: DOT

Running between Fifth Avenue and FDR Drive, 106th Street in East Harlem should provide a key bike connection between Central Park and Randall’s Island. NYC DOT is proposing a road diet and painted bike lanes [PDF] to improve safety on the street, and Community Board 11’s transportation committee could vote on the plan soon.

At 60 feet wide, 106th Street currently has two car lanes in each direction, even though one lane each way could handle the existing traffic. The connection to the Randall’s Island bike-pedestrian bridge at 103rd Street is also tricky to navigate. This is especially important since 106th Street is the most direct connection between Central Park and Randall’s Island, due to the prevalence of large super-blocks in East Harlem.

The present design contributes to the disproportionate share of traffic violence on East 106th Street. There were two  pedestrian fatalities in separate crashes in 2005, and a cyclist was killed at the intersection with Park Avenue in 2000, according to CrashStat. It ranks in the top third of Manhattan’s most dangerous streets, according to NYC DOT.

DOT is proposing a classic four-to-three lane road diet, converting the existing four car lanes to two car lanes, bike lanes, and a center median with left-turn lanes. At Second and Third Avenues, median islands would make intersections safer for pedestrians by turning one 60-foot crossing to two 25-foot segments.

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