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Posts from the Upper East Side Category

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The Trouble With Citi Bike Above 59th Is Station Density, Not the Timeline

The timetable for Citi Bike expansion on the UWS isn’t a problem. The real trouble is that after all the planned stations go in, neighborhoods will still have gaps in their bike-share networks (the orange discs). Map: Transportation Alternatives

For some reason, the timeline for phasing in the Citi Bike expansion in Manhattan is getting covered as a minor scandal, even though officials are sticking to the schedule they revealed months ago. The real problem with the bike-share expansion plan is the thinned-out station network, which is, unfortunately, getting buried by the faux story about a delayed roll-out.

The West Side Rag came out with the first headline about the Upper West Side getting “only 21 of 39″ stations this year. The Post ran with the same angle, and Curbed picked up the Post story.

Just so we’re clear: The timetable announced last week is essentially the same as the timetable announced in May — the bike-share service area will extend to 86th Street this year, and up to 110th Street next spring. (The West Side Rag reported as much at the time.) Further expansion is slated for 2017.

There’s been no “reduction” in stations for the Upper West Side and Upper East Side, just some confusion because not all the stations on DOT’s neighborhood bike-share maps will get installed until spring.

Meanwhile, the real story about how the city is flubbing the bike-share expansion is getting overlooked (except on Curbed). As we’ve reported, DOT is trying to spread out bike-share stations too thinly, which threatens to impede the quality of bike-share service in the expansion zone, making it less reliable and more expensive to operate.

More stories about the real problem, instead of the imaginary one, could make a big difference for bike-share going forward.

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Will 2nd Ave Get Its Protected Bike Lane After Subway Construction Wraps?

93rd_st_2nd_Ave

If you look closely, you can see that the Upper East Side segment of the Second Avenue protected bike lane is still in DOT’s renderings. Image: NYC DOT via DNAinfo

As the first phase of the Second Avenue Subway wraps up sometime in the next two years, the largest construction zone in the city will turn back into a functional street. Those 40 blocks of Second Avenue on the Upper East Side won’t be the same as before, though. Back in 2010, the city laid out a plan to add bus lanes and protected bike lanes on that stretch when construction is over.

Seven years is a long time for a plan to sit on a shelf. Will the city follow through on the 2010 redesign?

The bus lane will fill the gap in the exclusive right-of-way for downtown-bound M15 Select Bus Service. It’s a foregone conclusion. But the protected bike lane is a different story.

Under Mayor Bloomberg, City Hall at one time lost enthusiasm for its 2010 pledge to build continuous bike routes on First and Second Avenue from Houston Street to 125th. East Harlem and Upper East Side advocates had to fight pretty hard to compel the city to honor that commitment.

So a protected bike lane between 60th Street and 100th Street on Second Avenue can’t be taken for granted. After DNAinfo ran a story about DOT’s plan to add benches and bike racks to Second Avenue sidewalks when subway construction finishes, Streetsblog emailed DOT to double-check on the bike lane.

A spokesperson said the agency intends to make good on the 2010 plan:

Read more…

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DOT Finalizes Weak Bike-Share Station Maps for Manhattan Expansion [Updated]

DOT’s bike-share expansion maps for the Upper West Side and Upper East Side are now final, and they’re not any better than the draft maps that showed a thinned-out network of stations for some of the city’s densest neighborhoods.

UWS_thin_bike_share

The orange discs represent areas that would have bike-share stations in a well-designed network but don’t in DOT’s plan for the Upper West Side. Map: Transportation Alternatives

The final maps shift a handful of stations around but don’t add any (here’s the UWS final and draft map, and here’s the final and draft map for the UES).

That’s a problem. In each neighborhood, the planned bike-share network falls about 10 to 12 stations shy of the 28-stations-per-square-mile density recommended by the National Association of City Transportation Officials.

The likely result will be a more frustrating experience for bike-share users above 59th Street, and fewer subscribers than a densely-sited network would generate. If this is how DOT is going to handle station siting in the rest of the bike-share expansion zone, it will spell trouble for the whole system.

As Streetsblog reported earlier this month, the thinned-out bike-share network in these expansion zones arises from a dispute between DOT and Motivate, the company that operates Citi Bike. DOT wants the next wave of bike-share to reach all the neighborhoods that were promised as part of the “phase 2″ expansion, but Motivate doesn’t want to supply the number of stations needed to attain effective density throughout that area.

While Motivate supplies stations, the company can’t install any without permission from DOT. So far, though, DOT appears to be refraining from using this leverage to get more stations out of Motivate. Unless something gives, New York is going to be left with a subpar bike-share network not just on the Upper West Side and Upper East Side, but throughout the expansion zone, which is supposed reach Harlem, western Queens, and several more Brooklyn neighborhoods by 2017.

Helen Rosenthal represents the Upper West Side in the City Council, and Ben Kallos represents the Upper East Side. The council members could make a difference by telling DOT they want an effective neighborhood bike-share network for their constituents. Neither office, however, has replied to Streetsblog’s requests for comment.

Streetsblog has a request in with DOT about what might prompt the agency to beef up the bike-share networks in these neighborhoods. We’ll update this post if we hear back.

Update, 6:50 p.m.: DOT sent the following statement about the system expansion and bike-share network density…

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Eyes on the Street: Red Paint for “Queue-Jump” Bus Lanes on the M86

A new bus lane next to the right-turn lane keeps buses from getting stuck at the back of the line as they exit the 86th Street Transverse at Fifth Avenue. Photo: Stephen Miller

A “queue-jump” bus lane next to the right-turn lane keeps buses from getting stuck at the back of the line as they exit the 86th Street Transverse at Fifth Avenue. Photo: Stephen Miller

Select Bus Service on 86th Street in Manhattan won’t be getting full bus-only lanes, but riders will benefit from short bus lanes at busy intersections. DOT has added two “queue-jump” lanes where 86th Street and 84th Street meet Fifth Avenue, to keep buses from getting stuck behind traffic waiting at lights.

The most important component of the M86 SBS upgrade is off-board fare collection. The sidewalk fare machines have been installed, but are not yet turned on for passengers.

When the upgraded service launches, the SBS vehicles will also receive flashing blue destination signs so riders can easily distinguish them from local buses. The new signs have begun rolling out on the M15 SBS on First and Second avenues.

Read more…

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Turning Driver Kills 89-Year-Old on Upper East Side, NYPD Blames Victim

A driver makes a left turn into the crosswalk at E. 61st Street and First Avenue, where John Torson was fatally struck Thursday. NYPD said the 89-year-old victim was "outside the crosswalk" when he was hit. Image: Google Maps

A driver makes a left turn into the crosswalk at E. 61st Street and First Avenue, where John Torson was fatally struck Thursday. NYPD said the 89-year-old victim was “outside the crosswalk” when he was hit. Image: Google Maps

For the second time in a week, a turning driver has killed a senior on the Upper East Side. Police blamed the victim in the press.

John Torson, 89, was crossing E. 61st Street north to south at around 7:19 p.m. Thursday when a 56-year-old woman drove a Lexus SUV into him while turning left from First Avenue, according to NYPD and published reports. Torson, who lived on E. 63rd Street, was declared dead on arrival at New York Presbyterian/Weill Cornell Medical Center, police said.

The crash occurred in the 19th Precinct, where a cab driver fatally struck 76-year-old tourist Amelia Sterental on May 9. As of March, 19th Precinct officers had issued just 10 speeding tickets in 2015.

From the Post:

The driver, who remained at the scene, said Thorson “just hobbled into the middle of the street.”

“I did my best to put on the brake, but he ran into my car,” said the shaken driver, who did not want to give her name. “I feel bad for him. I hope he’s okay. But I’m so worried.”

An NYPD spokesperson told Streetsblog that, according to the Collision Investigation Squad, Torson was “outside of the marked crosswalk” when he was struck. Anonymous police sources told the Post Torson “was not in the crosswalk,” and the Daily News reported that, according to unnamed sources, the victim was “a few car-lengths west of the crosswalk.” A photo of the scene published by the Post shows the SUV sitting on 61st Street, the rear tires a few feet from the crosswalk, indicating Torson probably would not have been far from the corner.

Read more…

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No Right-of-Way Charge for Cab Driver Who Killed Senior in UES Crosswalk

An unidentified cab driver fatally struck 76-year-old Amelia Sterental in an Upper East Side crosswalk. NYPD and Cy Vance filed no charges. Image: WABC

An unidentified cab driver fatally struck 76-year-old Amelia Sterental in an Upper East Side crosswalk. NYPD and Manhattan DA Cy Vance filed no charges. Image: WABC

A yellow cab driver fatally struck a senior in an Upper East Side crosswalk Saturday, and no charges were filed by NYPD or Manhattan District Attorney Cy Vance. The crash occurred in the 19th Precinct, where as of March officers had issued just 10 speeding tickets in 2015.

At around 2:43 p.m. Amelia Sterental, 76, was walking north across 60th Street when the cab driver hit her with a Ford SUV while turning left from Madison Avenue, according to NYPD and published reports.

From the Daily News:

The Miami woman was thrown over the taxi and ended up crumpled on the road in front of high-end clothing stores like Barneys and Calvin Klein, witnesses said.

“It smashed her and she went airborne and went over the back (of the car),” said Frank Semmel, 39, a retired New Jersey policeman.

“A street vendor who didn’t give his name said the cabby had ‘made a fast turn’ before he struck the unidentified woman in the crosswalk,” the Post reported.

“I heard screeching of the brakes,” another witness told the Post. “People started screaming. I turned around and there was a woman on the floor.”

Sterental, who lived in Bal Harbour, Florida, died at New York Presbyterian/Weill Cornell Medical Center, NYPD told Streetsblog.

Police and press accounts of the crash suggest Sterental was crossing with the right of way and the cab driver was traveling at an unsafe speed. But as of this morning, NYPD and Vance had filed no charges against the driver, whose name was withheld by police.

Cab drivers turn onto 60th Street from left turn lane on Madison Avenue. Image: Google Maps

Cab drivers turn onto 60th Street from left turn lane on Madison Avenue. Image: Google Maps

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Here’s Where Citi Bike Stations Will Go on the Upper East Side

Map: DOT [PDF]

DOT is planning 39 bike-share stations on the Upper East Side between 59th and 96th Streets. Stations below 86th Street could be up and running by late summer or early fall. Map: DOT [PDF]

At a meeting hosted by the Manhattan Community Board 8 transportation committee last night, DOT unveiled a map showing 39 planned Citi Bike station locations on the Upper East Side [PDF]. The city said it expects service to be operating as far north as 86th Street by late summer or early fall, with further expansion next year.

The station locations were identified after a multi-year planning process, followed by a public workshop in February, where DOT asked the public to suggest station locations.

With narrow sidewalks throughout much of the neighborhood, most of the 37 stations, with an average of 35 docks each, will be installed in the roadbed. DOT is still working with NYCHA and tenants associations on exact locations for two stations near Isaacs Houses and Holmes Towers between 91st and 96th streets and between First and York Avenues.

Read more…

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Citi Bike Could Expand to 86th Street This Summer

It looks like that Phase II expansion might itself come in phases, starting later this summer. Image: Citi Bike

That Phase II expansion looks like it will start this summer. Image: Citi Bike

It looks like some parts of Manhattan north of 59th Street could be getting Citi Bike sooner than previously expected.

At a town hall hosted by Council Member Helen Rosenthal last week, DOT Manhattan Borough Commissioner Margaret Forgione said Citi Bike would expand to 86th Street by August or September, and to 110th Street “probably in March,” reports West Side Rag. Citi Bike had previously announced its intent to extend the service area to about 130th Street by the end of 2017. Last week’s meeting revealed the timetable for phasing in that expansion.

Manhattanites will have a chance to look over the final bike-share station map starting this week, following public meetings earlier this year. The Community Board 8 transportation committee, which covers the Upper East Side, is meeting Wednesday at 6:30 p.m. The CB 7 transportation committee, covering the Upper West Side, is scheduled to meet next Tuesday, May 12, at 7 p.m.

Expansion in Brooklyn — part of Citi Bike’s plan to grow from 6,000-bike system to 12,000 bikes — is set to come in phases, too, though there is no specific timetable yet.

New stations in Bed-Stuy, Greenpoint, and Williamsburg are expected to come online first, by the end of this year. DNAinfo reported last week that DOT staff say the first significant group of stations south of Atlantic Avenue will be added west of Fourth Avenue, before covering Park Slope, Prospect Heights, and parts of Crown Heights and Prospect Lefferts Gardens.

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Who’s Against Better Sidewalks and Bus Stops? These People…

CB 8 members oppose wider sidewalks and bus stops because they fear it will lead to gridlock. Photo: DOT [PDF]

Some CB 8 members oppose wider sidewalks at bus stops because they fear it will lead to gridlock. Photo: DOT [PDF]

Bus bulbs are sidewalk extensions at bus stops that enable passengers to board without the driver pulling in and out of traffic. They save transit riders time, shorten crossing distances for pedestrians, and keep sidewalks from getting cluttered by bus stop furniture. Who could be against that?

Well, on the Upper East Side, a few members of Manhattan Community Board 8 raised a stink Wednesday night about a plan to add bus bulbs to 86th Street. They were convinced bus bulbs would lead to gridlock and refused to believe a DOT analysis showing otherwise.

The plan from NYC DOT and the MTA to upgrade the crosstown M86 to Select Bus Service also calls for real-time bus arrival information kiosks and off-board fare collection, though not bus lanes. The line carries 25,000 riders daily — more passengers per mile than any other NYC bus route — and serves a neighborhood where about three out of every four households do not own a car. The plan would bring a combination of bus bulbs and neckdowns to the corners of Park, Lexington, and Third Avenues [PDF].

DOT first identified the M86 as a possible candidate for Select Bus Service in 2009, and approached CB 8 in 2012 about adding bus bulbs to 86th Street. At the time, the board didn’t object to the suggestion and, seeing that bus bulbs would provide space for off-board fare payment kiosks, asked for the machines [PDF 1, 2]. CB 7, which covers the M86 on the Upper West Side, followed suit and requested off-board fare payment in 2013.

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Unlicensed, Hit-and-Run Drivers Kill First NYC Pedestrian Victims of 2015

Motorists struck four pedestrians in two crashes in Manhattan and the Bronx over the weekend, killing two victims. One driver in the Bronx was charged with leaving the scene and reckless driving, while another remains at large. The Manhattan motorist, operating a vehicle with TLC plates, was ticketed for driving without a license, though NYPD blamed the victims in the press. The drivers were not charged for causing death and injury by NYPD or district attorneys Cy Vance and Robert Johnson.

Wesley Mensing was killed and Erin Sauchelli injured by the driver of a vehicle with TLC plates. The driver was ticketed for unlicensed driving but was not charged with a crime by NYPD or Manhattan DA Cy Vance. Photo via Post

Wesley Mensing was killed and Erin Sauchelli injured by the driver of a vehicle with TLC plates. The driver was ticketed for unlicensed driving but was not charged with a crime by NYPD or Manhattan DA Cy Vance. Photo via New York Post

At approximately 7:18 p.m. Saturday, Wesley Mensing and Erin Sauchelli were crossing E. 62nd Street at Lexington Avenue north to south when Aliou Diallo, eastbound on 62nd, drove a Mercedes SUV into them, according to NYPD, the Post, and the Daily News.

Mensing, 27, a noted golf instructor who lived in Scotch Plains, New Jersey, died at the scene. He was the first known New York City pedestrian fatality of 2015. Sauchelli, 30, was hospitalized with head and leg injuries.

Diallo was summonsed — but was not charged criminally — for unlicensed driving, NYPD said. Citing unnamed police sources, the Post reported that Mensing and Sauchelli were “not in the crosswalk,” and an NYPD spokesperson told Streetsblog they were crossing E. 62nd between Lexington and Third Avenue. Yet photos of the scene show the SUV sitting on E. 62nd just a few feet from the intersection, which seems to indicate that Mensing and Sauchelli were struck within or very close to the crosswalk.

NYPD has a history of relying solely on driver testimony when investigating pedestrian and cyclist deaths. Since the Right of Way Law took effect last August, expressly making it a misdemeanor offense for motorists to injure or kill people with the right of way, police have repeatedly blamed deceased pedestrians by claiming they were outside a crosswalk when they were struck by motorists.

NYPD had no information on how fast Diallo was driving, or how he failed to see two people in the street in front of him. Regardless of how the crash occurred, it is a crime in New York State to drive a vehicle if you know or have reason to know you don’t have a valid license. The investigation is “ongoing,” according to NYPD.

Also at issue is how an alleged unlicensed driver was allowed to operate a TLC-licensed vehicle. Saturday’s crash marked at least the second time in the past year that an accused unlicensed driver killed a pedestrian or cyclist with a livery cab. Streetsblog has asked the TLC for information on the livery base associated with the SUV Diallo was driving and whether Diallo had a current hack license at the time of the crash.

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