Photo Courtesy of Wiki Commons

You may recall the early June fiasco when several Chinatown bus services were shut down by the government, which cited serious public safety hazards on those carriers.

Now, Greyhound, cited by many Chinatown bus riders as overly pricy and un-flexible with regard to drop-off points, is looking to corner that market. Spokespeople for Greyhound clarified the company has not yet decided where to locate the bus stops, and must first go through the approval process with Community Board 3, reported DNA Info. The City has the right to designate such stops, and a bill currently pending would make it even easier for officials to track bus carrier business.

Catching a bus out of the city is going to get a whole lot pricier for many riders.

—Alissa Fleck 

Photo Courtesy of Wiki Commons

More than 1 million people have ridden East River ferries since the service began just over a year ago, Mayor Bloomberg announced today.

Bloomberg said this number far exceeds ridership projections, according to the Huffington Post. Bloomberg and City Council Speaker Christine Quinn rode the ferry from North Williamsburg to Lower Manhattan to celebrate the occasion.

The Post reports the ferries, which quickly transport people to businesses and parks, are not just for tourists. City locals are also partaking in ferry transportation.

“Using our waterways as transportation corridors makes for a greener and more livable city and knits together rapidly growing neighborhoods in new ways,” Bloomberg said in a statement. The Mayor called it an alternative for people looking for ways to get around the city, and the massive ridership supports this transportation alternative’s popularity.

“Surpassing the one-million milestone is a testament to how popular our service has been with commuters, tourists and leisure travelers in the first year,” said Paul Goodman, CEO of BillyBey Ferry Company.

On weekdays, the ferries, which accommodate 149 passengers, run from 6:45 a.m. until 8:45 p.m. in both directions. Numerous groups are working hard to acquire feedback and provide even more improvements to the ferries.

One-way fare is $4, while a monthly pass goes for $140. Scenic beauty that doesn’t involve dark, cramped tunnels is, of course, priceless.

—Alissa Fleck 

Photo courtesy of Wiki Commons

Car-less travelers who want a cheap ride out of the city know they can count on a plethora of Chinatown buses, which pick up riders curbside and deposit them in various cities along the coast. They may be disappointed to learn this might not be the case for much longer.

In light of recent deadly crashes, federal officials have shut down twenty-six of these Chinatown bus companies, the New York Times reports. The pool of inspectors for these bus companies is small, and the hope is this action will discourage other similar, low-budget companies from trying to get away with the same legal evasions, the article explains. These evasions are facilitated by the companies’ lack of an official “home base,” making investigations into safety regulations difficult. Recent investigations, however, reveal safety violations among these companies run rampant.

The Chinatown buses’ nearly 1,800-a-day passengers include everyone from students on a budget to casino-goers hoping to make a deal. One of the companies, Apex Bus, touts its low prices on its barebones company website. Roundtrip from Manhattan to Richmond, Virginia is a steal at $30.

Many officials hail this crackdown as a lifesaving measure, but how are riders responding, particularly those left to fend for themselves on the curb?

At the intersection of Canal and Allen Street, where these bus companies have their offices and stops, many people were standing around today with their suitcases, looking perplexed. Some bus stop buildings are open for business while others, like Apex, have their grates partially pulled down. A handwritten sign out front of Apex lists several trains as “not running.”

One frustrated traveler was trying to visit family in Philadelphia. He said the Apex website was up and running and indicated the last bus would be leaving at five. When he showed up at the “bus stop,” there were just a lot of people waiting without explanation.

“They’re only letting people in that building based on nationality,” he said, indicating the Apex building. When pressed further, he explained only Chinese people were being allowed into the building. “I have ridden this bus several times, there and back, now people are saying the government shut it down. They’re saying it’s not safe. I guess I’m going home today,” he said. “Suddenly this all looks bogus,” another added.

Hopeful riders explained Apex runs as a cash transaction, and they would likely not trust the website with their money. They expected to pay in person at the stop, agreeing Apex is preferable to a service like Greyhound, which charges significantly more and is not accommodating in where it drops riders off. Apex is known for driving into more “obscure neighborhoods.”

There is a transportation bill pending in Congress, according to the New York Times article, with one goal being to implement a letter grade system similar to that currently being used with restaurants in the city. The Philadelphia-bound rider said the buses were only occasionally dirty in the past, but often had wifi access. He said they were never as bad as a New York City subway train.

“A grade would not necessarily make a difference to me, I’ve never had trouble in the past,” he said. “It’s important that the driver be safe though, that’s my life on the line.”

Several people waiting for other bus lines, in front of open buildings, declined to comment on the situation.

As of today the Apex Bus website is still accepting online ticket purchases, despite being shut down, though it redirects users to an external site.

Elected officials, including Council Member Jessica Lappin, Council Speaker Christine Quinn, Council Member Dan Garodnick, State Sen. Liz Krueger and Manhattan Borough President Scott Stringer, spoke at the annual ESNA meeting.

Last Sunday, dozens of Upper East Siders braved the icy rain to attend the annual East Sixties Neighborhood Association (ESNA) meeting, coming together to hear from a slew of elected officials and talk about the big issues facing their neighborhood in the coming year.

City Council Members Jessica Lappin (who reps the eastern portion of the district) and Dan Garodnick (who reps the western part) both came out to support the work of ESNA, as did State Sen. Liz Krueger, Assembly Member Micah Kellner, Council Speaker Christine Quinn and Manhattan Borough President Scott Stringer, who was the event’s keynote speaker. At the last minute, Rep. Carolyn Maloney swung by to congratulate the organization and the board.

“This is really such an important organization that works so hard for the neighborhoods of the East 60s, and this is certainly an exciting time for the Upper East Side,” Maloney said. “The East 60s is certainly a gateway to the East Side from Queens, Long Island and Roosevelt Island.”

She mentioned the upcoming construction of the Cornell/Technion campus on Roosevelt Island and the fact that the East Side is home to an increasing number of tech companies. Maloney also touted the East Side’s abundance of hospitals and said she’s trying to get New York state to create a high-tech zone in the city for those hospitals to develop new technology and use it right there.

Stringer, who is an Upper West Side resident but lived for a brief time on East 85th Street near Second Avenue, focused his speech on transportation, explaining his recently announced ambitious plan to reorganize the MTA’s funding structures. Using the Second Avenue Subway as a jumping-off point, Stringer launched into an explanation of his vision that would bring back the defunct commuter tax and use that money to help permanently fund a five-borough transit system, theoretically without constant fare hikes.

“We need to expand the system, but it cannot be on the backs of working people,” Stringer said.

He also praised ESNA members for looking at the big picture in terms of what’s good for the city.

“One of the great parts of what ESNA is all about is you think locally and act globally,” he said.

Barry Schneider, president of ESNA, spoke about some of the group’s ongoing projects and what they have their eyes on. ESNA has a group of 13 certified tree pruners who attend to local tree pits, and is hoping to get more volunteers to expand their territory.

Schneider also petitioned the crowd for anyone with a spare $12 million to fund the rehabilitation of the pier at Andrew Haswell Green Park.

“If you have $12 million, we’ll name that park after you. We’ll even put in neon, which is against the city code, but we’ll get around it,” he joked.

He also encouraged ESNA members to get involved in Community Board 8 and pointed out the major projects residents should be aware of, like the Roosevelt Island tram station’s upcoming repairs and what major local buildings have changed hands. Schneider said that the group will have a full plate in the coming year and will probably focus a lot of energy on transportation and construction issues.

Each of the event’s speakers agreed on one thing: that ESNA is a model community group. Schneider said it just takes a little commitment from everyone to make an outstanding contribution.

“We’re a volunteer organization. We get together because we think we can make a difference in the community,” he said.

PHOTO BY Dmitry Gudkov

New York City resident Susi Wunsch runs the bicycling blog velojoy.com, where she writes about the latest biking news, features new bike accessories and shares her experiences as a cyclist in the city. We recently spoke with her about her site, practical tips for riding in the city and ways to get more women involved in biking.

How did you get started with your blog?

Well, I’ve been very enthusiastic about bicycling for the past decade. I also have a background in freelance writing and marketing. I started velojoy in May 2010 to be more oriented toward road cycling, because that is where I began.

Not long after that, I got my first commuter bike and started riding in the bike lanes of New York City. There were so many interesting facets in what was starting to happen with cycling in the city at that time; more people were embracing cycling as a form of transportation and commuting. So the blog then became what it is now—a site devoted to city cycling—in the fall of 2010.

How did you come up with the name?

Velo is a word for bike. It’s probably more recognized in Europe than it is in the United States. If you put that together with ‘joy,’ that perfectly expresses what the blog is about.

What are some of the issues you address on velojoy?

We want to help people consider cycling as a form of transportation and perhaps demystify it. We know based on studies that many people would like to bike more but are hesitant because of safety concerns. This is an obvious issue in a city with tons of traffic, but we want to show people that there are steps they can take to ensure a safe commute.

One of the key issues we’re interested in is the considerable imbalance in the numbers of men and women who ride in the city. That ratio is about three to one. In the United States this is not unusual, but in many parts of Europe, it’s quite unusual. So another goal we have is to particularly get women to consider bicycling.

What are some of the reasons for the difference in the numbers of male and female riders in the city?

Studies show that women have more reservations about riding for safety reasons than men. But also, in a city that’s as image-conscious as New York, we find many women have practical concerns—perhaps having one’s hairdo messed up by a helmet or perspiring on the way to work. We’re interested in having people recognize that these barriers, in the end, are not unlike the barriers you face when you’re getting on the subway. On a summer day, you take the train and it’s going to be really hot, then really cold, then hot again. There are things you can plan for, and in that way cycling can be as normal a part of your day and transportation as any other option.

What do you recommend for people who have safety concerns or are worried about their appearance?

There are some great classes offered here in the city. Bike New York, for example, offers free classes to learn about safety and road skills and ways to make commuting more comfortable and efficient. I myself got a lot out of the Commuting 101 class. We are also so fortunate to have an always improving infrastructure here in the city.

As far as appearance, there are endless amounts of accessories out there to address every need. If your pants are floppy and you don’t want to get them caught in your bicycle chain, Brooks makes beautiful leather straps. If you have a lot of stuff to carry—extra clothes, a laptop, a briefcase—there are panniers that you put on a bike rack that are waterproof and can fit everything you need. There are ways to illuminate and stay safe after dark, both in terms of bicycle lights and apparel. It used to be that the only option available was a bright orange safety vest, but now major brands like Vespertine and Angella Mackey design clothing that helps you stay illuminated during the night in a way that’s really attractive.

What would you say to people who may never have considered biking to convince them to give it a try?

Bicycling is really such a great pleasure. It offers a different point of view of the city. You’re higher, moving through space and encountering the outdoors in an entirely different way. It’s also a good way to stay healthy and fit, and reduces pollution, so it’s great for the environment. It’s really a win-win and makes the city as a whole a more enjoyable place.

By Paul Steely White

Welcome to the New Amsterdam Bike Show!

Biking is booming in our great city. And as you and I know, this is something to celebrate.  Bicycling makes our streets, our neighborhoods and our city more enjoyable.

Every year for the past five years, bicycling has enjoyed double-digit growth. From the continued expansion of our bike lane network to the agreement announced last fall that will allow for the completion of the East River Greenway, more New Yorkers than ever before are biking for transportation, fun and well-being. Like no other mode of getting around, biking has the power to knit us together and make us happier.

This bike boom is about to get a lot bigger. New York City will soon boast North America’s largest public bike share system, making bicycling as much a part of our city’s fabric as the crowded subway or the yellow cab. With 10,000 public bikes at hundreds of kiosks all over Manhattan and Brooklyn, more New Yorkers than ever before will discover all the joys and benefits of urban bicycling.

These thousands of new bikers will also discover how much work still needs to be done to make bicycling safer and more accessible to all New Yorkers.  By being part of the New Amsterdam Bike Show, you are joining Transportation Alternatives in our growing effort to win more bike lanes, better designed bike lanes and paths and better enforcement of reckless driving. And, by coming to the New Amsterdam Bike Show and supporting the advocacy, organizing and promotional efforts of Transportation Alternatives, you are making sure that the bike share system expands to every corner of the city.

Thank you for making this, the second annual New Amsterdam Bike Show, a celebration of all that bicycling has to offer our cities and ourselves.  Make some new friends, check out some great new exhibits and don’t forget to fill your tank before you bike into the city sunset.

Enjoy the show!

Paul Steely White is executive director of Transportation Alternatives, the beneficiary organization of the 2012 New Amsterdam Bicycle Show.

Brewer considered the department’s first 2008 report comprehensive and sufficient, but she says the 2009 study leaves out crucial details outlined by the law. “Indicators” of traffic throughout the city, such as vehicle and bus speeds, ridership statistics, crash data and pedestrian usage, were left out of the 2009 report. The newer study instead details the department’s accomplishments and gives updates on initiatives such as Select Bus Service and the Summer Streets program.

“Transit advocates, community boards and the general public appreciate the department’s report,” Brewer wrote to Janette Sadik-Kahn, the department commissioner. “[The 2009 report] lacks the borough-by-borough analysis of traffic and alternative modes of transportation.”

The department did not return requests for comment about Brewer’s letter.

Duane sent a Feb. 9 letter to the department, signed by other West Side elected officials, asking for the plans to be sent to Community Board 7.

“The Department of Transportation’s outreach efforts and consultation has been excellent to date,” Duane said. “And there’s no reason to think releasing the proposal and subjecting it to final review would derail their proposal.”

These new bicycle lanes will drastically change the character of Columbus and Amsterdam avenues, between West 59th and 110th streets. Unlike the painted bicycle lanes that run through Central Park West and on West 77th and 78th streets, the new lanes will be physically separated from automobile traffic, possibly by a row of parked cars or a concrete barrier.

A bike lane like this is slated for Amsterdam and Columbus avenues, between West 59th and 110th streets. Photo by Andrew Schwartz

Businesses that need street access for deliveries and cab drivers who need to pick up and drop off passengers usually complain when street space is taken away. But if the final plans are released early, Duane argued, stakeholders will be able to make suggestions and have these concerns addressed before the lanes are installed.

Duane is speaking from experience on this issue. When the city’s first protected bicycle lane was installed in the Chelsea part of Duane’s district, modifications were required.

“Some of the discussion and debate continues [in Chelsea],” Duane said. “Though I don’t expect zero controversy, I do think there will be a minimal amount of controversy if the Department of Transportation follows what we’ve asked for on the West Side.”

Scott Gastel, a spokesperson for Department of Transportation, said the department will consider the request as the plans for the protected bicycle lanes are developed.

Peter Arndtsen, district manager for the Columbus/Amsterdam Business Improvement District, said that the department has been responsive to community needs and has been inclusive of the stakeholders affected by a protected bicycle lane.

“There are some businesses that are excited about it. There are some that are very concerned with it and would be opposed to it if they couldn’t talk through some of their concerns,” Arndstsen said.

Wiley Norvell, spokesperson for Transportation Alternatives, said that the department has reached out to a broader group of community stakeholders in the Upper West Side since the Chelsea bicycle lane was installed. Norvell said he expects the department to release the plans to the community board.

“Generally speaking, there’s almost always a community board presentation and comment period that takes place on bike lane projects,” Norvell said. “The difference is at what stage they are presented.”

Riverside Center, a development that includes several residential buildings, a public school, hotel, auto dealership and two levels of underground parking, is being planned for the area between West 59th and 61st streets from West End Avenue to the Hudson River.

Philip Habib, a traffic consultant for Extell Development Company, said that the area will lose about 600 parking spaces and that some streets will be widened in anticipation of increased pedestrian and vehicular traffic. West 60th Street is being studied as the main pedestrian thoroughfare, while West 59th Street will be a commercial corridor. Additionally, Freedom Place South will likely be continued south to West 64th Street, bisecting the block between West End Avenue and Riverside Boulevard. Elevators to underground loading bays are designed to get trucks off the street. Habib also noted that like many existing area residential buildings, newer buildings will likely run shuttle buses to subway stations.

Riverside Center covers the area between West 59th and 61st streets from West End Avenue to the Hudson River.

Community Board 7 members and public attendees voiced hope that the developer would find creative ways to make the project environmentally friendly.

“They’re bringing in lots of new residents in all those apartment buildings, and they’re going to bring in lots more traffic activity because of their commercial uses. We want to see them do something in terms of the use of public transportation to decrease those residents’ dependence on cars,” said Helen Rosenthal, chairperson of Board 7, in a separate interview.

Board 7 has made no official declarations and has not voted on anything in response to the meeting.

Council Member Gale Brewer, who represents the area, said she wanted to see parking spaces set aside for more environmentally friendly forms of transportation, such as shared and rented cars, bicycles and motorcycles. At press time, the City Council was poised to pass a bill requiring spaces for bicycles in garage and parking lots. In June, the Council’s Transportation Committee heard testimony about a bill that would require spaces in public parking facilities for cars that are part of car-sharing programs, like Zipcar. The full Council has yet to act on that piece of legislation.

The meeting also focused on the possibility of a light-rail line, the re-routing of buses to pass through the area and the creation of Metro-North station on the site, a proposal that Brewer has long supported. Extell representatives pledged to make room for such a station should Metro North decide to move forward with that plan, a conclusion that should be reached in about a month.

Board members and residents also noted that the planned hotel has no driveway, requiring that cars drop off at the curb, a recipe for congestion. Many also wondered whether Extell had considered the possibility of the IRT powerhouse at West 59th Street being landmarked and becoming a cultural destination; such a move would complicate plans to make West 59th Street a commercial thoroughfare.

In accordance with the city’s Uniform Land Use Review Procedure (ULURP), the Riverside Center project won’t be certified until an environmental impact statement is completed, but due to the project’s scope Extell has begun community discussions. The company hopes to complete the buildings by 2018.

“I think it’s moving along on track, and my guess is that we’re looking to be in ULURP some time in the fall,” said George Arzt, spokesman for Extell, in a separate interview.

Extell representatives said at the meeting that the project will continue evolving as more studies are done. Board 7 is planning another Riverside Center meeting for Thursday, July 30.

The survey is part of a larger study being conducted by the Department of Transportation for the area bounded by West 55th and 86th streets and Central Park West and Henry Hudson Parkway. The study looked at the use of curb space, congestion, street furnishing, parking restrictions and safety at intersections.

Brewer said she held countless community workshops to analyze transportation and traffic concerns. There was a low level of participation, so Brewer and her staff spoke to managers and owners “shop by shop.”

“We are compiling data that has never been compiled before and we are trying to be a model community,” Brewer said.

The department is expecting to hold a public meeting in September to share information gathered in the survey and present its report of existing conditions in area.