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    DOT needs to be held accountable for this one . This intersection was reported as THE MOST dangerous in 2011 and the remedies were pathetic ( put look on the street hire cops !)

    CHEKPEDS and CB4 went on the offensive with the help of Linda Rosenthal and DOT is now evaluating split phases. there was supposed to be a left turn split phase with a bike lane, but this was nixed and it appears that the Hearst press group needed the curb to park their limos . This is a perfect example of trading parking for safety .

    I am so upset by this situation and the fact that we could not catch it in time..

    If only there was a program to fix the top most dangerous intersections each year ( and I mean FIX with split phases – not paint) this would not have happened. we need a law to institute this safety protocol



    I remember some poor PAPD cop who had to stand at the Cross-Bay bridge (a mile long and with a 12 foot wide path) telling everyone to dismount during the NYC Century last year. People were giving him tons of shit about it even though he was clearly under orders to be there.



    More likely they will roll their eyes, not dismount, and get on with their lives. Which is perfectly natural: if they wanted to walk they wouldn’t be riding in the first place.



    I’ve seen this many times. They close the street for repaving etc. and come back later to paint the road. They typically don’t close the street or ban parking for that. Not on small residential streets anyway. Most times they can work around the parked cars but on the occasions they can’t its too bad. They are not coming back for that.



    Part of the problem is that the city is inconsistent about. Last year there was a detour on the HRG where you were supposed to dismount. About a mile away City Hall Park, with much higher density of peds and bikes, is permanently signed as a mixed use path.


    Simon Phearson

    Because of course they did. They can’t keep cars off sidewalks near schools, though.



    Though you gotta admit, it does speak to the relative flexibility of bicycles compared to that of automobiles. In this hypothetical BQE closure situation, the streets in the entire surrounding neighborhood would be filled with screaming, honking morons violently externalizing their frustration on pedestrians. Whereas cyclists will simply roll their eyes, dismount, and get on with their lives.



    NYPD even stationed officers at the Marine Parkway bridge to enforce the dismount rule last summer.


    Bizarro New Yorker

    Fortunately, this city has a robust bike lane network that can provide many alternate routes, all of which are fully protected and none of which are ever blocked by double-parked cars…



    I wish it was more walkable but to be fair the site was a campus like open lot before the Hutch metro Center was developed. They simply built to fit the space. Also there is no subway within walking distance. The area around there doesn’t have much to walk to begin with. Besides Einstein there not a lot on Eastchester Rd for a pedestrian. Williamsbridge Rd is more walkable with stores and such but its a little ways off if your on foot. Same goes for Westchester Sq. I think that area would develop with more urban characteristics if the transit options in the area supported it. Not a lot of ppl are willing to take a long subway ride followed by a bus. Its hard enough to get people to go to the Bronx even under ideal circumstances. It may be in the BX but that area is more characteristic of some eastern Queens neighborhoods than the stereotypical image of the Bronx.

    I think some sort of short of bus route that runs as a loop btwn Pelham Pkwy 5 train and Westchester Sq 6 train stations via Eastchester Rd (Or Willamsbridge Rd) and Hutch Metro Center would be a good idea.

    As for the Metro North station, don’t hold your breath. Maybe in our kids lifetime. None of that can even be a possibility until East Side Access is complete for LIRR into Grand Central. That would free up room for Metro North to run this potential new route into Penn Station. For now its a pipe dream like how the 2nd Ave subway was for many years.


    Doug G.

    “…cyclists will be directed to the pedestrian path along the river, where they must dismount and walk.”

    The idea that anyone who lives in the real world expects this to happen is laughable. We can go on and on about how people should all get along and respect signs, but it just ain’t gonna happen. No one put any thought into this detour or how it will actually work.



    No surprise here with NYCHA infill development. It’s already been happening citywide. It’s good because parking lots are usually the number one target. Several other benefits in addition.



    I thought I misread the times at first. 8am to 2pm makes no sense. Why not do it from 10 to 3, a la mid day subway track work that easily avoids commuter rush hours?



    Seriously late for work if they walked that long distance? Aren’t we talking about four short blocks? (between 59th and 63rd streets.)

    I agree it’s aggravating, but let’s not exaggerate the delay, which would be maybe three minutes. Construction on highways can easily cause more than three minutes of delays due to bottlenecks, but admittedly the drivers don’t need to dismount and push their cars.



    I’m been called a “Negative Nancy” in these comments before, but I have to admit that even I had been lulled into thinking that the Hudson River Greenway was a reliable semi-high quality cycling route. This city never ceases to amaze.

    Dismount signs in general are an abomination except perhaps on narrow footpaths within parks (and even then, cycling at pedestrian speed should be acceptable). The Port Authority bridges within NYC (Marine Parkway and Cross-Bay) still have them and its very sad.


    Simon Phearson

    The dismount zone at 59th-63rd appears to be the brainchild of the DOT itself, unfortunately. Tells you a lot, right there, I’d think.



    Absolutely, you should look at the traffic volumes of cyclists on this path. The city should be held to the same standards for construction no matter the type of vehicles being inconvenienced.



    Thus the analogy is correct, I assume the bridge carries car traffic?



    They should give bikes a lane on the west side highway to replace the bike lane!



    I think they are repainting the bridge above.



    Black box data from the SUV should show the speeds before the crash. After fatal crashes, this information really should be made public and the public and the media should be allowed to weigh in. If the SUV was going more than 25mph, at the very least a ticket is warranted.



    I’m pretty sure that “dismount zone” will be ignored by the vast majority of commuter cyclists who would be seriously late for work if they walked that long distance. There needs to be better coordination between agencies so that they can do their construction without disrupting the busiest bike commuter route in the United States for months at a time. It’s absolutely disgraceful.



    May of 2015: the detour is still in place with no end in sight.



    Uh, there’s a 3rd detour that you’ve neglected to mention, that brings many bikes in close contact with pedestrians in tight places:

    Not only is it going on 6+ years, but fucking Brookfield, who’ve put a lot of money into their redevelopment of “Brookfield Place,” have absolutly no interest in making it easy for bikes to access their improved facilities. Because of their detour, they’ve got thousands of bikers passing by, many tourists just looking for shit to do, and they do NOTHING to allow them to visit. It’s simply absurd.



    And imagine the reason for the detour was so they could re-paint a bike path.



    Cabbies don’t get charged either. Bus drivers only get charged because there are too many witnesses on board the bus to brush it under the rug.


    Joe R.

    A similar system would also work great for garbage collection. Regarding improving them, it’s a pity they weren’t redesigned to handle modern size packages. Think how much less traffic there would be if all those USPS, Fedex, and UPS trucks were off the roads. For that matter, you could use the same type of system to handle deliveries to businesses. Nowadays especially with computers, routing would be a breeze compared to the crude methods used in the 1950s.

    Sadly, sometimes politics wins out over the best solution.


    Brian Van Nieuwenhoven

    Imagine closing down the entire BQE for repairs for a whole summer and asking drivers to take a side street – and push their cars for 6 blocks with the motors off.

    This is just hostile and wrong.


    Eric McClure

    At least one of those drivers was responsible for the crash. Ergo, at least one of those drivers was responsible for Victor Grant’s death.

    Imagine the investigation if a train had jumped the rails and struck and killed Mr. Grant.



    Don’t expect charges if they aren’t driving a bus or cab.



    Sight lines are critical, but urban space abhors a vacuum. Something needs to occupy the space. Article about this from November:



    Has anyone actually seen construction take place? Still looks exactly the same.



    #1 and #2 can work against each other. Uncertainty makes drivers slow down, which is why shared spaces remove traffic lights, traffic signs, striping, etc.

    I’ve observed that the nice, new, bright striping and turn lanes can induce traffic and raise the average road speed: Lafayette Street got the standard new one-way arterial and suddenly there was much more traffic, going faster than before. Even the protected bike lanes—obviously a good thing in situations where cars are going quickly—make the driver feel safer speeding, because the bike is kept away. In Copenhagen they only use protected lanes in situations where the cars are going over 25—which is the case on Lafayette (but shouldn’t be). There are several times a day when heavy traffic on Lafayette averages 35-40 mph. That was rare before the redo.

    In other words, when cars are going fast, factors like high visibility and heavy-duty protected bike lanes are good and necessary. But I’m sure that Manhattan is moving towards having many streets where cars go below 20 mph, and that means designing the streets in a way that makes drivers uncomfortable going 35, a speed you can legally drive in almost all of Manhattan now.



    This kind of stuff makes me livid that the USPS used to have a massive system of underground pneumatic tubes running from downtown Brooklyn and the bottom of Manhattan to the Bronx to move mail in NYC (and a handful of other cities) until it was dismantled in the 1950s because Eisenhower appointed a postmaster general from Michigan who owned a GM dealership. (They were getting way too narrow for modern mail anyway but shutting them down instead of improving them was obviously political and shortsighted…)



    That’s a nice idea, but how would these ‘shadow’ committees enact any policy? Committee work at the CBs is eventually taken to the full board, voted on, and then those resolutions are sent on to the city agencies and other powers that be. What’s the mechanism through which an unappointed body would accomplish anything?

    Not denying that there is a ton of dysfunction within CBs…believe me, I know first hand.



    was there when it happened, cab driver didnt get out of his car, didnt even look at her. didnt seem to care one bit. if it were me that hit her i would have been hysterical. taking the life of someone needs to have MUCH bigger consequences then this, why not arrest him? selling weeds puts you in jail but smashing a person into a phone booth and likely killing her (and if not, she will most likely at least loose her leg because it was in horrible condition) only gets your TLC license taken away? what kind of world is this.



    ~850,000 motorists a day are at least $1.3 billion more important than 7 or 8 times as many daily NYC subway and bus riders.



    For a second there I thought they had named Nicole Gelinas DOT borough commissioner! :-)



    Why is the MTA not setting guidelines for development around its new train station? Shouldn’t they be leveraging this investment?



    “It’s critical this law have teeth so we can protect the public from the dangers of motorized pedicabs,” said Julie Menin, department commissioner.

    Given the dangers of taxicabs – multiple people killed and inured in the last week alone! – when will the Department of Consumer Affairs and the City Council ban these dangerous motorized cabs?



    I checked up on this, and the Street View imagery actually predates full installation of the protected bike lane; it’s too old to be of use here. (I’m seeing a date of August 2013 on the imagery around here. As of August 2013, the protected lane started north of 61st Street; the block between 60th & 61st only got built out later, and then the bidirectional path between 60th and 59th last of all, if memory serves.)

    I can’t swear to this detail personally, but the writeup says “there is a left turn lane and a separate signal for drivers turning left from First Avenue onto E. 61st Street, but it’s not clear if there is an exclusive turn phase.”

    What I’m chipping in here is that if the first part of that reporting is true — that there is a turn arrow — then it almost certainly follows that there is an exclusive turn phase of the light where pedestrians are enjoined from crossing and technically don’t have the right of way.

    1st Ave isn’t on my most frequent bike routes, but I probably go this way 1-2 times a month. I’ll make a point of checking up on it tomorrow to verify the Streetblog reporting.



    Master of the universe types are shocked, SHOCKED, to discover that Amazon makes deliveries using the subway because Manhattan traffic is so terrible.

    Original FT article is paywalled without the google trick, but there’s other coverage linking it:



    Sure – point taken. I give most of the responsibility to Rosenthal though. That was disgusting and hostile to reappoint Zweig. She’s burned through three strikes and then some for me.

    The minutes linked here are so clear though. CB7 promised the community a street-safety-focused task force and now is taking what feels like six weeks to report the results of an internet poll. Holy moly.



    I haven’t been to that intersection lately, but as far as I can tell from looking at Google’s street view, this intersection does not have left turn arrows. The latest imagery is from 2014.



    Also, require all cabs to have dash cams so when there is an accident (or when they witness an accident), there is no more he said, she said or in the case of a dead pedestrian, what the driver said.


    Larry Littlefield

    “He and whomever comes after are going to have to make some really tough decisions. Today’s costs can no longer be passed to the future generation.”

    No one has fessed up yet and embraced that role. Everyone just tries to hide and lie and defer and talk about something else. New Jersey and Illinois are much closer to the brink. You see what’s going on there, and you’d have to think they are insane.

    Look at Obama! He came into office when the consumer-debt driven economy of the past 35 years was in collapse. Instead of making “blood and tears” speeches and seeking a way forward, he implemented the Bush plans to preserve the assets of the rich, borrowed massively with the cost to be deferred later, and managed to put off the reckoning. Until the next recession, which we will go into weak and broke.


    Joe R.

    There’s a great case to be made for making the Manhattan Avenues (and the side streets) two-way. It would get speeds way down. On the side streets there would no longer be room for parking (hence providing a disincentive for driving). With everything two-way, you could effectively ban left turns. It would be a big win all around.


    Maman Seo

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    Joe R – I agree with the substance of what your saying about left turns… *in the case where the road that you are on is two-way*.

    1st Avenue is not two-way, it is one-way northbound.



    I’m pretty certain that all of the lights on 1st Avenue going uptown that have red and green left turn arrows are set up as follows:

    Pedestrians and bikes in the protected bike lane get a half-cycle of the light first, with the left turn arrow red. Bikes and peds then get stopped (red bike signal or red hand), and then the green turn arrow for motorists comes on for the rest of the northbound cycle of the light.

    There are other intersections where the phase for straight-through peds/cyclists and turning traffic is not split, and instead shared, but there are no left turn arrows at these intersections.

    So, even if the 89-year-old pedestrian was in the crosswalk, it seems quite possible that he was crossing in spite of a red hand and did not have right of way. Now granted, the driver should have been alert to this possibility and exercised more caution, and if at all possible not, you know, be mowing people down. But it would not, strictly speaking, be a violation of the Right of Way Law.

    Some other tenable possibilities:

    * The pedestrian started crossing with the walk sign, but was very slow and did not complete crossing before the signal changed.

    ** The motorist turned during the first half of the phase, when she was facing a red arrow.

    In the latter scenario, the driver would have effectively run the red light. This is, I think, the second-most-likely thing that happened. Sometimes motorists see the green lights turn on for traffic in adjoining lanes and miss the detail that there’s a special red arrow just for their lane that enjoins any movement just now. This is actually a consistent problem in the 8th & 9th Avenue lanes — I used to work on a building between 8th and 9th — where, unlike in later realizations of the protected bike lane design, *every single intersection* where cars could turn left gets this red/green arrow treatment. Later versions of the protected lane design, like on 1st Ave, or on 2nd Ave further downtown, do not do this at most intersections, just at major ones.