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Sustainable Streets:2013 and BeyondNew York City Department of TransportationSustainable Streets: 2013 and Beyond1

SustainableStreets:2013 andBeyondNew York City Department of Transportation

CONTENTS4 Letter from the Mayor5 Commissioner’s Introduction7 IntroductionSafety11 Introduction17 Chapter 1: Designing Safe StreetsStandard features of NYCDOT safety projectsExemplary ProjectsProtecting Vulnerable Street Users33 Chapter 2: The Science of SafetyA New Analytic FoundationProject DevelopmentBefore–After Tracking39 Chapter 3: Tools for Safe StreetsSchool Speed ZonesNeighborhood Slow ZonesRed Light CamerasSpeed CamerasCommercial Cyclist EnforcementTraffic Signal ImprovementsParking and Turn Restrictions47 Chapter 4: DOT’s Public Conversationon Safe StreetsPublic Campaigns for Traffic SafetySafety Education59 Looking AheadMobility61 Introduction65 Chapter 5: Better Bus ServiceSpeeding Buses in a Thriving CityAdditional Bus Priority ProjectsTransit Signal PriorityBus Lane Enforcement CamerasPlanning for Bus Rapid TransitCommunity Advisory GroupsRegulating Intercity Buses79 Chapter 6: A City of Rivers and IslandsStaten Island FerryEast River Ferry

83 Chapter 7: Streets for All:Improving Choices for Short TripsCyclingOn–Street Protected Bicycle Paths Implemented Since 2007Bike Lane ExpansionBikes in BuildingsCitiBikeBetter Data on CyclingWalkingWayfinding—Why Not Walk?6 1/2 Avenue105 Chapter 8: Vehicles and ParkingMidtown in MotionBrooklyn Bridge RampsHoyt Avenue RFK BridgeParkingJackson Heights Neighborhood Transportation ImprovementsOff–Hour Track Delivery–MidtownMaspeth Bypass113 Looking AheadWorld Class Streets117 Introduction121 Chapter 9: Plazas, Public Space andPublic SeatingPlaza TypesSeating and Street Seats ProgramEconomic Growth through Pedestrian Oriented SpacesCommunity Participation and PartnershipsSummer StreetsWeekend Walks133 Chapter 10: Broadway2008 Test CaseGreen Light for MidtownPositive Public ReceptionEvaluationEconomic Benefits2010: Extension to Union SquareThe Reconstruction of Times Square143 Chapter 11: Design in the Public RealmUrban ArtStreet FurnitureInfrastructure153 Introduction156 Chapter 12: 21st Century StreetsIntroductionGreen AsphaltProgress on PotholeStreet Design Manual and Street Works ManualSheridan Expressway171 Chapter 13: A City of BridgesIntroductionEast River BridgesHarlem River BridgesBelt Parkway BridgesWiring Bridges to Improve UpkeepFederal Stimulus Funding183 Chapter 14: Built–in–Efficiency:Lighting, Signage, Ferries, and DOT VehiclesLightingClearer and More Attractive SignageFerriesVehicle Fleet191 Looking AheadResiliency195 Introduction197 Chapter 15: Impact of Sandy andthe City’s ResponseDOT’s Role in Mayor Bloomberg’s Plan for a Stronger andMore Resilient New York202 Chapter 16: Restoring Mobility after the StormNew and Expanded Ferry ServiceUsing Social Media in Emergency Situations209 Looking Ahead210 NYCDOT Publications213 Acknowledgments151 Looking Ahead

Letter from the MayorDear Friends:This progress report from the New York CityDepartment of Transportation caps a remarkableperiod of progress and innovation. I want to thank andcongratulate Commissioner Sadik–Khan and the entireDOT workforce for their untiring efforts to provide safe,attractive streets and to keep New Yorkers moving.The city enjoyed rapid growth and development inthe 2000s and has weathered the Great Recessionbetter than much of our country. We have a bright,prosperous future ahead, in part because we havestriven to manage growth in ways that improve ourquality of life and reduce congestion. That is why ourlong–range plan for sustainable development, PlaNYC,called for new priorities in transportation, whichthe Department of Transportation has delivered.New York cannot grow without becoming moreefficient, and the good news is that public transithas accommodated most of our growth in travel overthe past decade. We need to ensure that this trendcontinues, and that we continue to develop traveloptions that take maximum advantage of the city’sdensity. Our Select Bus Service is speeding travel andattracting riders in all five boroughs, at relatively lowcost. Local bike lanes and CitiBike stations expandthe reach of public transit—bike parking demand isheavy at many subway stations, and about half ofCitiBike users say they ride to or from a transit stop.A transportation system that offers more choicesand allows New Yorkers to better tailor the means oftravel to the trips they need to make creates a moreefficient, attractive, and stronger city.The economic case for safer, more attractive, andfunctional streetscapes could not be stronger, as theextensive documentation developed by DOT aroundits projects makes clear. Creating more attractive citystreets adds value—retail rents in Times Square, forexample, have more than doubled since we createdmajor new public spaces there in 2009. DOT hasshown that this is equally true in other areas wherewe have implemented better bus service, safe cyclingnetworks, and new public spaces.The innovations launched by DOT are now seen aroundthe world. Chicago has fully adopted our design forprotected bike lanes. Buenos Aires uses our techniquesfor making intersections safer and simpler. “Overnight”pedestrian plazas can be found in Philadelphia,Los Angeles, and Mexico City. If all the world’s a stage,New York is certainly at its center. As this report makesclear, the Department of Transportation has helpedposition New York City as a global leader in the growingeffort to create thriving, livable, and sustainable21st century cities.Sincerely,Michael R. BloombergMayor4

Commissioner’s IntroductionDear fellow New Yorkers:It has been a unique honor to serve as the City’sTransportation Commissioner for the past six and ahalf years. At the Department of Transportation, wehave sustained and expanded the never–ending workto repair streets, sidewalks, bridges and ferries. Wehave also implemented extensive changes in Citypolicy, remaking streets and intersections for greatersafety, providing efficient right–of–way for buses andbicyclists, and treating streets as places whose designand appearance matter.I want to offer my profound gratitude, admiration andrespect for the men and women of the Department ofTransportation who have brought these efforts andinnovations to life, and made New York City a betterplace. From superstorm Sandy to CitiBike, from theStaten Island Ferry to the safest streets in the City’shistory, every division and unit within DOT has overcometough challenges, delivered world–class projects andkept the City moving each and every day.Most importantly, New Yorkers themselves haveembraced and adopted the policies and programsdelivering safe streets, new public spaces, Select Busand the bike lane network. They have made CitiBiketheir own, generating some of the world’s highest bikeshare usage rates just a few months after the system’slaunch. Nothing happens in New York without vigorousconversation and some degree of contention, but allindicators, from the heavy use of new space and traveloptions to the number of applications and requestsfor projects and survey after survey of New Yorkers’views of our policies, shows very high support.This book chronicles the implementation and theeffects of these popular NYCDOT programs, and looksahead to how they can be extended and strengthenedin the future. We have made a tremendous start inforging a 21st Century streetscape and transportationsystem. If the past six years are any indication,New York’s future is unquestionably bright.The innovative work we have done together has beenwidely acknowledged and acclaimed. One of thegreatest testaments to our success is the large numberof cities across the country and world adoptingNew York’s designs for city streets, and our techniquesfor implementing changes quickly. Indeed, methodspioneered in the five boroughs are the foundation for anew urban street design guide issued by America’s15 largest cities.Sincerely,Janette Sadik–KhanCommissionerSustainable Streets: 2013 and Beyond5

Introduction44acres red paintedbus lanes since 2007141acres of bikelanes since 200739acres of roadrepurposed for plazas,public seating, refugeislands, paintedextensions, medians,and bulb outs since2007NYCDOT’s 2008 Sustainable Streets Strategic Planpromised an innovative transportation policy that woulddeliver more varied and safer streets, improved mobility,more travel choices and progress on environmentalsustainability. DOT’s plan elaborated on Mayor Bloomberg’scall in PlaNYC 2030 for a thriving, world–class 21stCentury city based in part on more efficient transportationand a revitalized public realm.DOT has not only delivered on this promise, it has createda new template for transportation policy that is beingdiscussed and emulated across the world. During the pastsix years, NYC DOT has undertaken and implemented themost thorough rethinking and implementation of urbantransportation priorities and streetscape design in a largeAmerican city in several generations.Major achievements of this effort have been thereduction of annual traffic fatalities to the lowest levelsever seen in New York City, repurposing of extensiveroadway area into public space, traffic calming featuresand additional room for pedestrians, creation of a newmodel of city bus service and large–scale expansion ofbicycle transportation, as well as unprecedented levels ofinvestment in the city’s basic roadway, bridge and ferryinfrastructure.NYCDOT’s initiatives have generated a heightenedpublic conversation about street design and transportationpolicy. Ultimately, New Yorkers have embraced them withSustainable Streets: 2013 and Beyond7

tremendously positive responses. Demand for new publicspace and additional street safety improvements byelected officials and local stakeholders has filledproject pipelines to overflowing. New public spaces areheavily used throughout the Five Boroughs, as isSelect Bus Service wherever it has been implemented.Bicycle lanes are heavily used, with new routes in demandin many districts. Where professional pollsters haveasked New Yorkers to weigh in on new DOT initiatives,from pedestrianizing Times Square to CitiBike, theyhave without exception responded with large majoritiesin the affirmative.A major factor in winning public support has beenDOT’s innovative delivery of streetscape changes in theinfrastructure equivalent of real time. Where traditionalpractice wades through years or even decades ofplanning studies and trial balloons which take the publiccompletely out of the project development process, NYCDOT has pioneered the use of paint, planters and stoneblocks to redefine street spaces virtually overnight. Theproof of concept is not a computer model or engineeringstudy, but real world performance that can be observed,debated, refined and adjusted before being built–out withpermanent materials. This approach has changed urbanstreet planning and practice forever, in both rich and poorcities. Today, one can find painted road–beds transformedinto plazas or pedestrian safety areas in over a dozenU.S. cities, from Philadelphia to Los Angeles.Addressing transportation, traffic safety and otherchallenges on New York City streets is a set of tasks withno beginning or end. In addition to chronicling the changesand successes of NYC transportation programs since therelease of PlaNYC, this report looks ahead to future needsand issues. For example, as traffic fatalities and severecrashes become fewer in number, finding patterns thatDOT can address with its programs becomes a greaterchallenge. Public demand for improvements like Select Busroutes, slow speed school and residential zones, publicplazas, bicycle lanes and greater coverage for the CitiBikeprogram are increasing. Infrastructure funding, includingresources to replace temporarily defined street–spacewith permanent materials, is likely to be a persistentchallenge, as the federal government continues itsgeneral retreat from its historic role as a major source ofinvestment for roadways, bridges and mass transit, and asthe City adds disaster resiliency to its already considerablelist of priorities.The Bloomberg Administration and NYC DOT have shownthat updating and refocusing a large city’s transportationpolicy is possible and need not to take decades to carryout. This report presents the methods, practices, designsand results from the street policies implemented inNew York from 2007 to 2013. We believe these methodsare highly replicable or adaptable to a wide variety ofurban contexts around the world, and invite the readerto consider the content here in that vein.In addition to the content presented in this document,DOT’s accomplishments can be viewed online at nyc.gov/dot and,in map format, at sustainablestreets.info.Sustainable Streets: 2013 and Beyond9

10Safety

SAFETYIntroduction30%decline in citywidetraffic fatalities since2001Public safety is the primary mission of government, andtraffic safety on NYC streets is the over–arching missionof the New York City Department of Transportation.Improving safety performance permeates all of the workthat the Department undertakes on City streets, highways,intersections and ferry infrastructure.NYCDOT has established a remarkable record of successin traffic safety. The streets of America’s largest city aredramatically safer than they were 20 and 10 years ago.From 1990 to 2012, annual fatalities involving all roadusers have dropped by 61%, and by 30% from 2001 to2012. Most impressively, since 2004, the number ofannual traffic deaths has been lower than 1910 levels, thefirst and previously lowest count on record. In 2011, theCity experienced 246 traffic fatalities, an all–time recordannual low.DOT’s challenge is to continue this success indefinitely,using all the analytical, engineering and regulatory tools atits disposal to deliver ever–safer streets.In developing its 2008 Sustainable Streets strategicplan, the NYCDOT adopted clear goals for reducing trafficfatalities in New York, with the understanding that streetdesign and other strategies can significantly affect thesafety performance of a city street network. Cities andcountries with strong, goal–oriented safety policies haveincreasingly assigned responsibility for such performanceto the designers of the transportation system, rather thanto its users.Sustainable Streets: 2013 and Beyond11

SAFETYSustainable Streets set the goal of reducing annual trafficfatalities by 50% from 2007 to 2030. This provided NewYork City’s street designers with clear annual targets—anaverage of a 3% annual drop in fatalities—that they striveto meet. Since 2007, DOT has embraced this mandate byundertaking the most ambitious and comprehensive setof traffic safety initiatives in the city’s history, and in anylarge U.S. city. With hundreds of traffic calming projects,education campaigns, technological applications andstronger regulations such as lower speed limits, DOT hassuccessfully reduced traffic fatalities to record low numbers.One thousand New Yorkers are alive today who would notbe if annual traffic fatalities had remained at the same levelsseen in NYC a decade ago. Traffic risk per resident in NewYork City is lower than it has ever been before, even in theface of NYC’s increasing population. At 3.1 fatalities per100,000 in 2012, New Yorkers experience a fraction of therisk to residents of other big American cities, substantiallylower than any of the next 20 largest U.S. cities.Yet the costs of traffic crashes in NYC remain high. Mostof those killed are in prime productive years and often havedependent family members. Traffic crashes are the thirdmost frequent cause of death of New Yorkers ages 5 to 24,and second highest cause of injury deaths among adultsover 45. Safety risks also tend to limit pedestrian trips forSafer streets across New York City since 2007:– Implemented safety design on 137 street corridorsand 113 intersections– Installed 772 new traffic signals and241 all way stop controls– Implemented leading pedestrian intervals at100 intersections to give pedestrians extra timeand visibility when crossing the street.– 39 acres of road repurposed for plazas,public seating, refuge islands, painted extensions,medians, and bulb outs– 29 implemented or planned slow speedresidential zones– 189 schools with reduced speed zones– Added red light cameras at 50 intersections andnew speed radar cameras at 20 locations12Introduction

SAFETYHigh Crash LocationsTraffic CalmingSafe Routes to SchoolSlow School ZonesResidential Slow ZonesSafe Streets for SeniorsBike Lane NetworkIntersection DaylightingSafe Routes to TransitPublic CampaignsDOT EducationSustainable Streets: 2013 and Beyond13

SAFETYchildren and the elderly. On the other hand pedestrian–friendly streets promote walking and a higher likelihood ofphysical activity and healthy body–weight. They have alsobeen linked to strong home values, a key factor in middleclass retention.Improving street safety is critical to the transportationpolicies adopted in PlaNYC. In transportation, safety andsustainability go hand in hand. The City’s policies to makewalking, cycling and transit use (which depends on walking)more widespread and attractive will only succeed as long asthe environment for these activities is seen as safe by thepublic. As we chronicle throughout this report, New York issucceeding in these areas, in many cases dramatically so,but much work also remains. Continuing to meet the City’sgoal for progressively lower fatalities will require ongoingand steadfast commitment, analysis and innovation.TRAFFIC FATALITY RATES OF 25 LARGEST US CITIESBostonNew York CitySeattleSan FranciscoSan JoseWashingtonChicagoSan DiegoBaltimorePhiladelphiaLos AngelesColumbusAustinCharlotteFort WorthIndianapolisEl PasoSan AntonioDallasHoustonPhoenixNashvilleJacksonvilleMemphisDetroit2.53.14.14.14.34.45.15.55.56.06.06.97.27.28.58.59.19.39.39.910.010.712.112.513.3PER 100,000 POPULATION (2009–2011)14Introduction

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SAFETYChapter 1Designing Safe StreetsCity streets are full of design cues that tell users what to do.Large, straight streets with wide lanes and minimal markingstell drivers that higher speeds are expected and hindrancesto fast driving are not. Streets with proximity to highpedestrian activity and high–visibility crosswalks, sidewalksbuilt out at corners, and markings that indicate the presenceof buses and cyclists send a different message, not only todrivers but to all those who navigate the city streetscape.Street design can tell people outside of cars they are notwelcome, or it can create a vibrant urban neighborhood,cultural district or place of commerce. When it comesto safety and how streets affect vehicle speeds and theinteraction of vehicles, pedestrians and other street users,street design can literally make the difference between lifeand death. Designing safe streets for pedestrians and othervulnerable road users is critical for New York, where thelarge majority of street users and also most of the victims oftraffic crashes are outside of motor vehicles.In neighborhoods throughout the five boroughs, NYCDOThas undertaken street improvement projects meant to keepvehicle speeds within safe limits, to provide designs thatincrease the predictability of each type of street userand provide more and better–defined room for people onfoot and using bicycles.In total, NYCDOT has implemented 250 safety–focusedstreet redesign projects, averaging 42 per year, since 2007.These elements are all defined in detail in NYC’s officialStreet Design Manual, in its chapter on Street Geometry(see Street Design Manual in Infrastructure Section ).Combining these features into plans that meet specificstreet conditions requires substantial traffic planningexpertise. This work is carried out by NYCDOT’s Trafficand Planning Division, which plans street geometry and isSustainable Streets: 2013 and Beyond17

SAFETYAt locations where major engineeringchanges have been made, fatalities havedecreased by 34% since 2005Standard features of NYCDOT safety projects:– Intersection simplification– Raised medians and or refuge islands– Sidewalk extensions and widening– Narrowing roadways with built or painted mediansand wide parking lanes– Bicycle network expansion– Speed reducers– High visibility markings and changes to signal timingresponsible for street markings, signage, traffic signals andspeed reducers, and by DOT’s Citywide Concrete program.The Traffic division also works with DOT’s Capital Projectsprogram to plan reconstruction projects that undertake moredifficult and long–term projects such as moving curb–lines(to widen sidewalks or otherwise change street widths) thataffect drainage and other assets below the street surface,to build these safety features into the permanent streetinfrastructure.Street improvement projects with these features haveworked. At locations where major engineering changes havebeen made, fatalities have decreased by 34% since 2005,twice as quickly as at all other locations. NYCDOT projects—ranging from the redesign of complex intersections to theimplementation of pedestrian plazas and bus and bicyclelanes—have created tremendous safety benefits.18Chapter 1: Designing Safe Streets

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SAFETY14%decrease in crashesafter Southern BlvdimprovementsEXEMPLARY PROJECTS1SOUTHERN BOULEVARDThe following descriptions show how DOT’s traffic expertscombine street safety elements into create projects tailored tovery specific conditions and issues in particular intersectionsand corridors on the streets of New York.Long crossing distances, vehiclepedestrian conflicts, trafficcongestion and the complicatedgeometry of this South Bronxintersection made it particularlydangerous before 2010, whenDOT implemented a thorough setof safety treatments. The junctionof Southern Boulevard, HuntsPoint Ave, and East 163rd Streetcreated a five legged intersectionat Crames Square. The areahas bus and subway stops thatgenerate high pedestrian volumes.In response to community concernsabout pedestrian safety andaccess, DOT conducted a publicworkshop and developed a plan toaddress dangerous conditions.The project combined severaltraffic calming elements to improvesafety, better connect pedestriandestinations, beautify the area, andreduce traffic congestion. In someinstances, pedestrians crossingdistances were reduced by as muchas 40 feet.Following implementation, thenumber of crashes declined by14% and travel speeds improvedby 35% in the evening rush.The work narrowed SouthernBoulevard and installed paintedmedians, pedestrian refuge islandsand left turn bays. The pedestrianplaza at Crames Square wasexpanded, shortening pedestriancrossing distances. DOT simplifiedsignal phasing and eliminatedlow volume turns in Crames Squareand converted Hoe Avenue toone way. The project demonstrateshow signal timing changes andrelatively inexpensive materialssuch as pavement markings andcarefully placed concrete cansignificantly improve pedestrianaccess and safety.20Chapter 1: Designing Safe Streets

SAFETYSpeeding decreased dramatically andsafety was greatly improved as a result ofthe changes on East 180th StreetBEFORE: Thompson AvenueAFTER: Thompson Avenue2EAST 180TH STREET3SKILLMAN, 43RD AND THOMPSON AVENUESEast 180th Street was the fifthThe changes reducedTwo DOT projects made a highstreet. The improvements reducedhighest crash location per mile inspeeding dramatically, withtraffic area in Queens safer foraverage vehicle speed by 18% inthe Bronx, with 19 severe injuriesmajor improvement in safetypedestrians, cyclists, and drivers.the mornings.or fatalities between 2004 andperformance. Only 1% of vehiclesThey led to a 65% reduction in theAdditional changes were made2008. Extra wide travel lanes ofin the eastbound direction andnumber of crashes involving injuriesnearby, at the intersection of17 feet and low traffic volumes8% of vehicles in the westboundto pedestrians and 49% reductionSkillman and Thompson, after aencouraged drivers to speed alongdirection were found to bein crashes with injuries to motorreckless driver killed a 16 year oldthe 1.2 mile corridor.speeding after implementation,vehicle occupants.boy and injured 5 other people,To calm traffic, DOT narrowedcompared to 30% and 40%Skillman Avenue and 43rdincluding 4 college students. Theeach of the moving lanes from 17 tobefore. Pedestrian injuries fell byAvenue were used by motoristsintersection was improved with11 feet. The excess space allowed67% after the improvements, fromas an alternative to Queensleft turn bans, and a slip street wasthe creation of a 10 foot paintedan average of 14.3 per year to 4.8Boulevard, creating dangerousclosed and turned into a publiccenter median with 21 left turnper year.conditions for pedestrians. Inplaza to reduce turning conflictsbays and wide parking lanes. DOT2009, DOT narrowed travel lanes,and provide additional spacealso upgraded the crosswalks withinstalled on–street bike lanes, andfor pedestrians. New plantershigh visibility markings.made signal modifications to givein the plaza helped beautify thepedestrians more time to cross theintersection.Sustainable Streets: 2013 and Beyond21

SAFETY21%decrease in crashesafter Delancey Streetimprovements4DELANCEY STREETIn response to crash data andcommunity calls for a safer street,DOT implemented comprehensivesafety and traffic flowimprovements for Delancey Street.The upgrades includedshortening many crosswalks alongthe corridor with neckdowns,clarifying and delineating travellanes, improvements to trafficsignal timing and a new plazaand streetscape treatments atthe entrance to the WilliamsburgBridge. Nine months after theproject, total crashes decreased by21%. The busy street is a key east–west artery for Manhattan andserves Williamsburg Bridge traffic.Projects such as those profiledhere are identified and developedthrough continual analysis of safetyperformance on NYC streets,including screens for crash history,severity and causes. This analyticwork is described in depth inChapter 2 below.BEFORE: Delancey StreetAFTER: Delancey Street22Chapter 1: Designing Safe Streets

SAFETYCrashes have fallen 60% sinceSafe Streets for Seniors wasimplemented in the Lower East SidePROTECTING VULNERABLE STREET USERSSAFE STREETS FOR SENIORSNYCDOT maintains safety programs designed specifically toimprove the safety of groups with special vulnerability in traffic.Pedestrian crossing distance significantly reduced on Fort George AvenueDOT launched Safe Streets forSeniors in 2008 to respond tothe disproportionate number ofNew Yorkers over age 65 in theCity’s traffic fatality totals. Wherepeople over 65 make up 12% ofNew York’s population, seniors onfoot represented 36% of trafficfatalities in 2012. Safe Streetsfor Seniors aims to counter thisimbalance, and has succeededin reducing the city–wide ratesince 2008, with marked gain insome districts.The effort began by combiningdemographic analysis with dataon intersection and corridor crashhistories to identify districtswhere senior pedestrians aremost at risk on City streets. Theinitial analysis identified 25 areasthroughout the five boroughs forpriority street redesign and otherwork. Improvements in these areasincluded 154 new pedestriansafety islands and new or expandedmedians to shorten crossingdistances and provide safe spacesfor slower moving pedestrians.DOT extended curbs at 13 pointsfor similar reasons. Another 16roadway segments were narrowedwith new markings, includingpainted medians, to calm traffic.Senior pedestrian fatalitiesin the City are down since theprogram was launched. The 2012level was 18% below that in2008. Additionally, the crashesthat lead to traffic fatalities aredown significantly in many of theprogram’s focus areas. AlongRutgers Slip in the Lower East Side,crashes leading to injuries are downby 42%, while all crashes havefallen 60% since implementationof Safe Streets for Seniorsimprovements. At Bowne Street inFlushing, injuries have fallen 43%since program implementation.Sustainable Streets: 2013 and Beyond23

SAFETY84%decrease in pedestrianinjuries at 7th Ave andW 23rd St17%decline in injuries onW Fordham RoadBEFORE: 23rd Street and 7th AvenueBEFORE: Flatbush and Ocean AvenueAFTER: 23rd Street and 7th AvenueAFTER: Flatbush and Ocean AvenueProject ExamplesIn the Fordham/University Heightsby 17% since the improvements.Street in Chelsea. All injuries at theimprovements in Kingsbridge, Bronx,senior pedestrian focus area, DOTIn 2011, DOT installed twointersection have dropped 93% sinceManhattan Valley, East Harlem andclosed a slip lane, extended curbs andpedestrian islands, separated leftthe improvements, with pedestrianthe Upper East Side in Manhattan,added two pedestrian refuge islandsturns from mixed traffic, installedinjuries down 84%.Astoria, Forest Hills and Middle Villagein the junction of Sedgwick Avenueaudible pedestrian signals andDOT expanded Safe Streetsin Queens, Flatbush, Bay Ridge, Bathand West Fordham Road in 2010.increased pedestrian time at crossingfor Seniors in 2012 adding seniorBeach and Kings Bay in Brooklyn andInjuries at the intersections are downsignals at 7th Avenue and West 23rdfocus areas for pedestrian safetySouth Beach in Staten Island.24Chapter 1: Designing Safe Streets

SAFETYSAFE STREETS FOR SENIORS FOCUS AREASSee sustainablestreets.info for additional mapsSustainable Streets: 2013 and Beyond25

SAFETY“Interventions to make the built environmentsafer can greatly reduce injuries to childrenas they walk to school”—Charles DiMaggio, Columbia UniversitySAFE ROUTES TO SCHOOLNYCDOT has also been a pioneer inrealigning road–beds. CapitalDOT has identified an additionalin 2013, Safe Routes to Schoolimproving safety around schools.improvements—such as sidewalkgroup of 175 public, private andmeasures reduced child injuryDOT’s multifaceted approachextensions, pedestrian islands,parochial elementary middle andrates during peak times by 44%.seeks to protect children fromraised medians and sidewalkhigh schools as Safe Routes toThe research looked at crashspeeding and aggressive drivingwidening projects at the 135School priorities. Individualizeddata encompassing 169,000through a combination of streetschools identified by DOT as topplanning studies are underway orpedestrian injuries from 2001 todesign changes, new regulations,safety priorities are underway.complete for each school and short2010 to assess the effectivenessbetter enforcement, and innovativeShorter–term safety improvementsterm improvements have started.of the program for children ageseducation programs.at these schools are complete.The schools were selected after5 through 19. “Interventions toDOT inaugurated the first SafeThey include new traffic andDOT staff evaluated conditionsmake the built environment saferRoutes to School effort in thepedestrian signals, the additionat the city’s 1,700 primary andcan greatly reduce injuries toUnited States in the Bronx in 1997,of exclusive pedestrian crossingsecondary schools. The programchildren as they walk to school”,with parents and safety advocates.time, speed humps, speed boards,includes partnership with parents,said the study’s lead author CharlesA citywide Safe Routes to Schoolhigh visibility crosswalks and newteachers and studentsDiMaggio, research directorprogram began in 2002.parking regulations. These designNew York’s Safe Routes toof Columbia’s Center for InjuryMajor street work for Safechanges are strongly reinforcedSchool program has been highlyEpidemiology and PreventionRoutes to School occurs in cycleswith speed regulation in schoolsuccessful. According to aat Columbia.because of its capital–intensivezones, described below inColumbia University School ofnature, such as moving curbs andChapter 2.Public Health study published26Chapter 1: Designing Safe Streets

SAFETYCity installation of speed bumpshas accelerated dramaticallySPEED REDUCERSSpeed bump installationSpeed bumps or speed reducers are a street safety feature designedto deter speeding that NYCDOT can deploy quickly and withoutotherwise redesigning a city street.NYCDOT before/after studies found an average of 19% reductionin speeds where speed humps are in place. They have been shown toreduce crashes as well; DOT analysis has found that speed reducersreduce injury crashes by approximately 40%.Speed reducers are key components of DOT’s school safety andresidential slow zone programs, as well as being available on demandwhere appropriate by citizens, community boards and electedofficials (guidelines for locations and requests are available at nyc.gov/dot). New Yorkers’ awareness of the speed bump program hasincreased significantly, driving requests to new highs. As a resultof these needs and demands, the number of speed bumps on citystreets today is at an all–time record.SPEED BUMP STUDIES (FISCAL YEAR)SPEED BUMPS INSTALLED (FISCAL YEAR)20003503002501000200150100500020012002200320042005200620072008200920102011201220132001200220032004200520062007200820092010201120122013Sustainable Streets: 2013 and Beyond27

SAFETY73%decrease in risk ofserious cycling injuriessince 2000CYCLING SAFETYNYC CYCLING RISK INDICATOR400350369388Index of risk of serious injury tocyclists, taking into account bikevolumes and number of crashesinvolving serious injury to cyclists300250200NYC Cycling Indicator:Based on weekday 12–hour countstaken between April and Octoberat 6 key cycling locations, indexedto the year 2000 count150100100 1020200020012002200320042005200620072008 2009 2010 2011 2012CYCLING RISK INDICATORCYCLING INDICATORMayor Bloomberg’s 2007 PlaNYC sustainability program calledfor an increase in bicycle transportation. Converting most would–be cyclists into actual bike users requires streets designedwith cycling safety in mind. NYCDOT’s bicycle network programhas been tremendously successful in this regard, encouraginga rapid increase in cycling from 2007 to 2012 without anycorresponding rise in bicycling injury crashes. NYC’s expandedbicycle network also provided the foundation for the launch ofCitiBike in 2013. CitiBike has created another major increasein NYC bicycle use along with a salutary safety record during itsfirst season in operation.Because cycling has increased significantly while cycling injurieshave remained flat, the rate of crashes per cyclist and per milepedaled has fallen dramatically from 2000 to the present. DOTcalculates a 73% decline in the average risk of serious cycling injuryover this time frame.The City’s bike lane network itself is one prominent reason for thismajor gain in cycling safety. Corridor data from the City’s parking–protected bicycle lanes—pioneered on 9th Avenue in Manhattanin the Fall of 2007—show marked safety improvements in everycase, even where an older design of bike lane was in place prior toimplementation of the improved protected lane.Bicycle lanes, either protected or more traditionally–designed,also have a general traffic calming and safety effect. Total traffic28Chapter 1: Designing Safe Streets

SAFETYStudy after study around the worldhas found that greater bicycle usein a city, town or country coincides witha stronger cycling safety recordfatalities in the city have reached historic lows at the sametime that the cycling network has reached its largest extent.Controlling for other factors, serious pedestrian crashes onstreets with bike lanes are 40% less deadly as crashes on otherstreets. On Allerton Avenue in the Bronx, speeding declined7% eastbound and 4% westbound after implementation ofpainted bike lanes. The installation of bike lanes usually involvesa narrowing of the motor vehicle portion of the roadway andindicates to drivers that they need to watch for other road users.These changes lower vehicle speeds and increase driver attention.In addition to safety created by innovative street designs, thelarge increase in cycling that the bicycle lane network has helpedto propel has a feedback effect that increases cycling safety.Study after study around the world has found that greater bicycleuse in a city, town or country coincides with a stronger cycling safetyrecord. A greater presence and visibility of cyclists on city streetshabituates motorists, pedestrians and cyclists themselves to thepresence of regular bicycle traffic. Interactions involving bicyclesbecome a predictable part of the traffic norm, with better safetyoutcomes for all. The CitiBike program may be accelerating thiseffect. Though CitiBike has generated over 5 million bicycle tripsin Manhattan and Brooklyn since its launch on May 27, reportedinjury accidents involving CitiBike riders are fewer than 30, withno fatalities. As of October 2013 city–wide bicycle fatalities areon track for a below–average annual total, with no cyclist fatalitieswithin the bike share service area.Sustainable Streets: 2013 and Beyond29

SAFETY36%decline in frequencyof injuries despitegrowth in cyclingParking protectedbike lanes save livesDOT’s on–street protected bicyclepaths, first implemented onManhattan’s 9th Avenue in 2007,improve safety by clearly organizingthe different streams of traffic andgiving each type of user dedicatedspace. The changed lane design alsoembodies significant traffic calmingfeatures, narrowing roadwayswith surplus capacity. They makeintersections predictable andincrease safe space for crossingpedestrians. The design gives cyclistssecure routes through the heart ofManhattan.In three years sinceimplementation of the protectedbike lane, 9th Avenue saw 43%fewer crashes with injuries thanin the three years prior to theproject. Cyclist volumes are upsubstantially, but injuries tocyclists are 36% less frequentthan before the lane wasinstalled.Similar analysis for the 8thAvenue bike lane, implemented in2008, shows total crashes downby 11% and crashes with injuriesdown by 20%.Following implementation ofprotected bicycle lanes onAllen and Pike Streets in theLower East Side of Manhattan,both motor vehicle and bicyclecrashes declined by 35%.BEFORE: 8th Avenue and 56th StreetTotal crashes fell 22% afterinstallation of a protected bikelane on First Avenue.AFTER: 8th Avenue and 56th Street30Chapter 1: Designing Safe Streets

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SAFETYChapter 2The Science of SafetyDOT’s concerted work to re–engineer streets with above–average crash histories, to meet community concerns abouttraffic safety and to meet its own strategic goal of reducingtraffic fatalities each year relies on ongoing and painstakinganalysis. NYCDOT collects and analyzes more informationabout the causes of traffic deaths and injuries than everbefore, and applies the agency’s resources to develop site–specific responses to that information.Data and design analysis have been key factors in DOT’ssuccess in pushing traffic deaths to historic lows, anddrives safety policy and projects to an unprecedenteddegree. The main effort sustains ongoing analysis ofthe highest–crash corridors and intersections so thoseareas can be addressed by DOT’s traffic safety experts andengineers. This work also focuses resources on particulargroups of at–risk pedestrians. The Safe Streets for Seniorsand Safe Routes to Schools programs described inChapter 1 are based on crash statistics that identifyand address safety problems experienced by specificvulnerable groups.TRAFFIC FATALITIES (2008–2012) TRAFFIC INJURIES (2007–2012)Motor VehicleOccupants24%Pedestrians30%Pedestrians56%Motor VehicleOccupant57%Motorcyclists13%8%7%5%BicyclistBicyclistsMotorcycleSustainable Streets: 2013 and Beyond33

SAFETYData and design analysis have beenkey factors in DOT’s success in pushingtraffic deaths to historic lowsA NEW ANALYTIC FOUNDATIONMOTOR VEHICLE OCCUPANT FATALITIES BYCAUSE AND LOCATION, 2012NYCDOT established a new basis for safety analysis with its seminal2010 Pedestrian Safety Study & Action Plan. NYCDOT researchersexamined dozens of factors and a wide variety of datasets from over7,000 severe and fatal pedestrian crashes in New York City during2002–2006 that could be associated with each pedestrian injuryand with the number of injuries in given geographic areas. Variableswith significant levels of correlation with pedestrian crashes wereidentified, then used to build a carefully designed statistical model.Experts from NY University, Rensselaer Polytechnic Institute andSUNY Buffalo supported the effort.The state–of–the–art data statistical modeling techniques usedattempted to control for pedestrian exposure to crashes, using factorslike population, vehicle registrations, presence of traffic signals(generally located at higher–volume intersections) and transit usage.The study used two distinct approaches to modeling: crash frequencyanalysis and crash severity analysis. Crash frequency analysis aims todetermine the causes of a high frequency crash location, while crashseverity analysis aims to determine why some crashes resulted in asevere injury, while others resulted in a fatality.The vast size and diversity of New York City’s street network andneighborhoods presented a robust opportunity for this advancedanalysis, as crash rates could be compared across neighborhoodsthat differ by a wide variety of characteristics but contain very similargeometric dimensions and engineering treatments.The Action Plan accompanying the pedestrian safety studysummarized its findings, some of which are shown here. The analysiscontinues to inform DOT’s annual set of street improvement projects.Highway–Other CausesLocal StreetsOther CausesHighway–Speeding11%18%26%PEDESTRIAN ACTION AT TIME OF CRASHCROSSING WITH SIGNALCROSSING, NO SIGNAL OR SIDEWALKCROSSING AGAINST SIGNALOTHER ACTIONS IN ROADWAYEMERGED FROM BEHIND PARKED VEHICLECROSSING, NO SIGNAL, MARKED CROSSWALKNOT IN ROADWAYPLAYING IN ROADWAYGETTING ON/OFF VEHICLEWORKING IN ROADWAY45%Local Streets–SpeedingPEDESTRIAN ACTION SEVERE FATAL TOTAL %TOTAL1,589 123 1,712 26.9%1,3381,155399401327204888366168146833837303151,5061,301 20.4%482 7.6%43936423491847123.6%6.9%5.7%3.7%1.4%1.3%1.1%ALONG HIGHWAY WITH TRAFFIC416470.7%ALONG HIGHWAY AGAINST TRAFFIC245290.5%CHILD GETTING ON/OFF SCHOOL BUS8190.1%34Chapter 2: The Science of Safety

SAFETYCONTRIBUTING FACTORS TO CRASHESAPPARENT FACTOR CASES (n=7,354) % OF TOTALRATES OF PEDESTRIAN FATALITIES+SEVERE INJURIESPER 100K POPULATIONDRIVER INATTENTION2,647 36.0%150PEDESTRIAN’S ERROR/CONFUSION1,57821.5%FAILURE TO YIELD RIGHT OF WAY1,51220.6%125UNSAFE SPEED6108.3%BACKING UNSAFELY5066.9%100VIEW OBSTRUCTED/LIMITED3825.2%ALCOHOL INVOLVEMENTTRAFFIC CONTROL DEVICES DISREGARDED3523444.8%4.7%75OTHER (VEHICLE)AGGRESSIVE DRIVING/ROAD RAGE3422804.7%3.8%50PAVEMENT SLIPPERY2773.8%DRIVING EXPERIENCE2403.3%25GLARE2122.9%PASSING OR LANE USAGE IMPROPERLYOUTSIDE CAR DISTRACTION119811.6%1.1%064REACTION TO OTHER UNINVOLVED VEHICLE701.0%MALEFEMALEPEDESTRIAN KSI BY TIME OF DAY (2002–2006)PEDESTRIAN KSI BY TIME OF DAY PERCENT FATAL (2002–2006)12–312–33–63–6AM6–9AM6–99–129–1212–312–3PM3–6PM3–66–96–99–129–120% 5% 10% 15% 20% 25%0% 5% 10% 15% 20%Sustainable Streets: 2013 and Beyond35

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SAFETYPROJECT DEVELOPMENTBEFORE–AFTER TRACKINGMost of DOT street improvement projects result directly fromthis ongoing analysis of safety conditions as well as input fromelected officials and the public, especially those meant to protectpedestrians and cyclists. Following location identification, DOTundertakes field inspections and audit reports. A wide rangeof safety improvements are considered: signal timing changes,markings installations, turn restrictions, parking/loading and othersign installations, lane designations and concrete construction.Based on the appropriate improvement, data is ordered to analyze,support and verify the treatment. A design is then drafted andsubmitted for internal approvals and community review. This processcould take between six months to a year, based on the complexity ofthe intersection or corridor and the proposed improvement.Continued success in making New York City streets safer requireslearning from experience to identify and implement the mosteffective approaches to street design. During the past six years,NYCDOT has dramatically stepped–up results tracking from changesin street design. DOT’s annual Sustainable Streets Index and the2012 Measuring the Street report are manifestations of thissustained workUntil NYCDOT began to systematically implement and evaluatestreet improvement projects, there was relatively little dataavailable, locally or nationally, showing the effectiveness of projectsthat combined traffic engineering and the newer traffic calmingtechniques, particularly in large, dense urban street networks likethat of NYC. As NYCDOT projects were completed, however, agencyplanners were able to systematically evaluate the effectivenessof each project on a broad range of evaluation metrics, includingtraffic safety.Continual research and review feeds back into future projectdesign and provides NYCDOT and the public with the opportunityto make highly informed choices about the future of the City’sstreetscape, especially in making our streets safer.Sustainable Streets: 2013 and Beyond37

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SAFETYChapter 3Tools for Safe StreetsNew York City complements street design changes andpolice traffic law enforcement with updated technologyand regulations, and has substantially acceleratedinnovation in this regard over the past six years. Fromautomated law enforcement to changes in parkingrules to improve visibility in intersections, NYCDOT hascontinually expanded the range of traffic safety toolsat its disposal.Sustainable Streets: 2013 and Beyond39

SAFETYSCHOOL SPEED ZONESTo complement long term construction and roadway realignmentnear schools, NYCDOT has dramatically increased its work to lowerspeed limits and signify the presence of students on foot aroundschool zones with signs and street markings. This effort, combinedwith the Safe Routes to Schools program described in Chapter 1,comprises the most comprehensive and effective school safetyprogram in the United States.NYCDOT’s School Speed Zones use signage, regulation, flashinglights, high visibility street markings and, where appropriate, speedhumps to slow drivers in areas around schools. Speed limits in thezones are as low as 15 miles per hour.Since 2008, DOT has improved the street markings and signagearound nearly 1,500 primary and secondary schools.NYCDOT has approved 305 blocks around schools low speedlimits, with 189 implemented with flashing lights and regulatorychanges imposing 15 or 20mph speed limits. The 108 additionalslow speed blocks are in the implementation pipeline, while analysisis underway for additional schools.School Slow Zone40Chapter 3: Tools for Safe Streets

SAFETYDOT and NYPD observations indicatethat speeds have lessened in the firstNeighborhood Slow Zone implementedNEIGHBORHOOD SLOW ZONESNEIGHBORHOOD SLOW ZONES APPLICATION TOTAL (2012–2013)Manhattan1058Staten IslandQueens612321BronxInwood Neighborhood Slow ZoneBrooklynNeighborhood Slow Zones is a community–driven program launchedin 2011 that reduces the standard speed limit from 30 mph to20 mph and adds traffic calming features in definable residentialareas. Slow Zones also seek to enhance quality of life in residentialneighborhoods by reducing cut–through traffic and traffic noise.Neighborhood Slow Zones are established in small, self–containedareas that consist primarily of local streets. Gateways consisting ofsigns and markings announce the presence of a Slow Zone. Thezone itself is a self–enforcing, reduced–speed area with speedhumps, “20 MPH” street markings and other traffic calmingtreatments. Slow Zones are implemented in areas with low trafficvolumes and minimal through traffic, where reducing the speed limitwill not cause traffic congestion.DOT creates Neighborhood Slow Zones in response to applicationsfrom communities. Following selection, DOT works with thecommunity to devise a plan to install the Slow Zone. Slow Zonesmust be approved by the Community Board that contains the areadefined in the application, which must also demonstrate local supportfor establishing the zone. DOT does not approve zones that containfire stations and hospitals or are traversed by truck routes.Like the demand for the speed reducer program described inChapter 1, the extremely strong demand for Neighborhood SlowZones that NYCDOT has experienced since the program’s inceptionindicates dramatic public support for traffic safety and control ofspeeding on City streets. 173 neighborhoods across the city appliedto the program in the first two years.Although the program is not yet old enough to have createda strong database, DOT and NYPD observations indicate thatspeeds have lessened in the first 20mph Neighborhood Slow Zone,implemented in the Claremont section of the Bronx in 2012. During2013, DOT is implementing a further 13 Neighborhood Slow Zones.In London, the introduction of 20 mph zones was associated with a42% reduction in injuries, as compared to untreated areas. In the UK,average speeds in 20 mph zones have been reduced by 9 mph.Sustainable Streets: 2013 and Beyond41

SAFETYAs the number of red light camerasexpanded, fewer drivers receivedautomated violations for running red lightsRED LIGHT CAMERASENFORCEMENT CAMERAS WORK TO REDUCE RED LIGHT RUNNING907050301001994 1996 1998 2000 2002 2004 2006 2008 2010 2012DAILY NUMBER OF VIOLATIONS AT EACH NYC RED LIGHT CAMERA (1994–2012)Since the 1980s, NYCDOT has used red light cameras to help reducered light running and improve safety. The program works to reducecrashes and their severity. DOT has successfully persuaded the NYState Legislature to expand the program several times. It is now atits greatest extent, but should be expanded further as the City seeksever–safer streets.Red light cameras have been an enormously effective trafficsafety measure in New York. Since the program’s inception in1988, cameras have issued over 4 million violations. In 2011 alone,821,483 violations were issued to passenger vehicles, buses, trucksand taxicabs running through red lights.These citations have improved street safety: intersections wherered light cameras were installed saw a 20% decline in all injuries, a31% decrease in pedestrian injuries, and a 25% decrease in seriousinjuries over the three years after the cameras were installed. Redlight running at intersections where the cameras are installed hasdeclined by as much as 40% to 60%. Citywide, the number ofviolations has also declined over time—fewer drivers are gettingred light tickets as the cameras deter violations. Violations issueddeclined by 22% from 2010 to 2011. The City does not makered–light camera locations public in order to extend the cameras’deterrent effect beyond the small number of locations where theyare installed.The decline in NYC red light violations correlates with studiesconducted by the Insurance Institute for Highway Safety a well–recognized research organization. Reviews by the Institute concludethat cameras reduce red light violations by 40–50 percent.The NY State Legislature has extended the duration of thedemonstration program six times since 1991, gradually increasingthe number of intersections where the cameras can be installed.Today, New York has 190 red light cameras at 150 intersections,less than 2% of NYC’s total of 12,000 signalized intersections. Theadvent and expansion of the program broadly coincides with theCity’s dramatic improvement in street safety since the mid–1990s.42Chapter 3: Tools for Safe Streets

SAFETYAcross the United States, introductionof speed cameras has reduced injuries andfatalities by 40 to 45 percentSPEED CAMERASLOCATIONS WITH DOCUMENTED SPEEDING WITH 1/4 MILEOF A SCHOOLBased on the success of its red light camera program andoverwhelming evidence that vehicle speed remains the main killer onCity streets, NYCDOT has pursued speed enforcement cameras asa way to encourage safer behavior among drivers. Following severalterrible and well–publicized traffic crashes involving high speedsearly in the year, Albany lawmakers approved the introduction ofspeed–radar cameras at 20 New York City locations at the end ofthe 2013 state legislative session. The law requires the camerasto be deployed within one–quarter mile of a school. Issuance of$50 speeding summonses is set to begin at the end of 2013, afteradoption of rules by the NYC Dept. of Finance.Over 100 cities and towns across the country have installedspeed cameras and the results are clear. Speed cameras reducespeeds and save lives. In New Orleans, speed cameras led to an 84%drop in speeding. In Montgomery County, Maryland, the proportionof drivers exceeding speed limits by more than 10 miles per hourdeclined by 70% after speed cameras were installed. Across theUnited States, introduction of speed cameras reduces injuries andfatalities by 40 to 45 percent.PERCENTAGE SPEEDING% 100–75%75–50% 50–25% >25%Sustainable Streets: 2013 and Beyond43

SAFETYDOT staff visited 4,000 businessesprior to enforcement of the strengthenedcommercial cyclist lawCOMMERCIAL CYCLIST ENFORCEMENTCyclists who make deliveries for businesses and restaurants,either directly or through a messenger service, are a fixture onNew York City’s streets. These hardworking men and womenprovide a valuable service for New Yorkers and the City’seconomy, and do so in an environmentally sustainable andcongestion–beating manner. But if they fail to obey traffic rulesor lack necessary bicycle safety equipment they pose danger tothemselves and to others.In response to community and elected official requests, DOTlaunched a comprehensive education and enforcement campaignin summer 2012 to educate businesses on requirements of thecommercial cycling rules. While City law has long mandated thatrestaurants display posters about safe cycling, outfit bikes withlights and bells, provide helmets and safety vests to deliverycyclists, few were complying.Commissioner Sadik–Khan greets commercial cyclists with new reflective vestsCOMMERCIAL CYCLIST OUTREACH TO BUSINESS, BY BOROUGHBOROUGHMANHATTANBROOKLYNQUEENSBRONXSTORES VISITED2,891547370284TOTAL4,092DOT launched the City’s first–ever commercial cyclist outreachand enforcement unit, a six–person team of DOT inspectors totravel door–to–door to ensure that businesses comply with the law.Between summer 2012 and spring 2013, the inspectors visited over4,000 businesses and then began enforcement in spring of 2013.In addition, DOT held 36 educational forums reaching near 5,000attendees, handing out helmets, bike bells, reflective vests, andsample ID tags for businesses and their employees.City officials announce the commercial bicyclist safety effort.DOT also partnered with the City Council to revise the commercialcycling law and make compliance simpler for businesses and lessburdensome on delivery cyclists.The education, enforcement and legislative effort had a noticeableeffect on delivery cyclists’ compliance with the law. Now cyclistsacross the City can now be seen wearing reflective vests with thename of the business they represent.44Chapter 3: Tools for Safe Streets

SAFETYTRAFFIC SIGNAL IMPROVEMENTSPARKING AND TURN RESTRICTIONSIn addition to continually evaluating streets and intersectionsfor conditions that may warrant additional traffic controls,NYC DOT is implementing several innovative signal program:Signal timing helps improve mobility and safety byregulating traffic flow and speed, and giving pedestriansmore time to cross. This has been widely used by DOT inneighborhoods throughout the city to improve safety.Pedestrian countdown signals tell people on foot howmany seconds they have to cross the street. DOT before/after analysis of pedestrian countdown signals installed at1,800 intersections during 2011 and 2012 found that totalcrashes were reduced by 5%, and injuries to pedestriansalso declined by 5%. DOT will have installed 8,000 ofthese signals representing two–thirds of City intersectionsby the end of 2015.Leading pedestrian intervals show a walk sign forpedestrians before showing a green light for drivers.LPIs have been installed at 100 intersections citywidesince 2007.Accessible pedestrian signals help low vision and blindpeople cross the street by making noise when it is safe tocross. They have been installed at 53 intersections citywide.“Daylighting” is the removal of curbside parking spaces at theapproach to an intersection. It prevents parked vehicles fromimpeding the sight–lines of both pedestrians and drivers. Visualobstacles in busy intersections can lead to pedestrian–vehiclecrashes.Prohibiting certain turns in busy intersections simplifies trafficpatterns, giving drivers and pedestrians fewer points to check whenproceeding. NYC DOT has installed 175 left turn bans citywidesince 2007.Overall, NYC DOT has installed new signals at 772 intersectionsand new 4–way stop controls at 241 intersections since 2007. Bothtreatments reduce right–angle crashes and improve pedestrianaccess.Sustainable Streets: 2013 and Beyond45

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SAFETYChapter 4DOT’s Public Conversationon Street SafetySafety themes and improvements permeate DOT’s goals,programs, projects and overall dialogue with New Yorkers.It’s not an exaggeration to state that New Yorkers both insideand outside of government are pulling together to deliversafer streets. Elected officials, community groups and manyother associations and stakeholders routinely approach theDepartment with ideas for improving street safety, and as wehave documented in the chapters above, DOT’s application–based safety programs such as slow speed zones and speedreducers are heavily subscribed. City Council legislationhas codified major elements of DOT’s safety improvementproject development and analytic procedures, for example,mandating an update of the 2010 Pedestrian Safety andAction Plan every five years (Local Law 11 of 2008).The status of the public dialogue over traffic safety augurswell for future gains. DOT’s safety work with stakeholdersin particular locations is strongly collaborative, and inrecent years the agency has developed the communicationscapacity to help expand a culture of street safety to thegeneral public.Sustainable Streets: 2013 and Beyond47

SAFETY41%decrease in crashes atHarlem River ParkPROJECT DEVELOPMENT THROUGH INPUT AND DIALOGUEHARLEM RIVER PARK GATEWAYSDOT was approached in 2008by the Harlem CommunityDevelopment Corporation andother stakeholders to discusspedestrian access routes to therelatively new Harlem River Park.Although there were pedestrianoverpasses to take park–goersacross Harlem River Drive, theaccess points were adjacent tointersections and Harlem Riverbridge connections with heavytraffic and difficult to reach formany residents. DOT safetyand traffic experts worked withlocal groups and the NYCParks Department to improvepedestrian access at East 135thStreet and Madison Avenue, East138th Street and 5th Avenue,East 139th Street and 5thAvenue and 142nd Street and 5thAvenue. The projects created over2,400 square feet of new spacefor pedestrians and have shownstrong results for all street users,reducing crashes with injuries topedestrians by 10% and crasheswith injuries to motor vehicleoccupants by 48%.BEFORE: Harlem River Park GatewayAFTER: Harlem River Park Gateway48Chapter 4: DOT’s Public Conversation on Street Safety

SAFETYDOT created a robust set of opportunitiesfor public participation in Jackson HeightsJACKSON HEIGHTSIn 2011, DOT carried out acomprehensive set of improvementsin the heart of Jackson Heights,the culmination of a community–driven planning process thatstarted in 2009. Local residents,business owners and elected andcivic leaders had expressed arange of pressing transportationconcerns and worked with DOTto guide the development ofsolutions. DOT created a robustset of opportunities for publicparticipation, including communityworkshops, neighborhood walk–throughs, an innovative web portalthat allowed DOT staff to receiveand respond to comments at anytime, and a Community AdvisoryCommittee to facilitate ongoinginvolvement of key stakeholders.The project addressed trafficsafety, as well as sidewalkcrowding, vehicle congestion,parking availability, slow busservice and a lack of publicopen space. Focused on thearea where 73rd Street, 37thRoad, Broadway and RooseveltAvenue converge, the coreimprovements were carriedout in the second half of 2011.Updated curb regulations wereintroduced in spring 2012,offering a better use of space fordeliveries and customer parking.Further parking improvementswere implemented in 2013 withthe introduction of the variable–rate PARK Smart program.There are fewer injury–causing crashes; problematictraffic bottlenecks have beeneliminated; buses are faster andmore efficient; and the 37thRoad plaza is a popular gatheringspot year–round, home tofrequent public events and aboon to adjacent businesses.Safety performance in the areahas improved markedly sinceimplementation—total crasheswith injuries have declinedby 26%.Online portal for participation in Jackson HeightsOnline portal for participation in Jackson HeightsSustainable Streets: 2013 and Beyond49

SAFETYFOURTH AVENUE, BROOKLYNResidents discuss 4th Avenue safety improvement in Park Slope4th Avenue, after improvementsDOT has implemented majorIn 2011, in partnership withfor safety improvements alongstreet views of each intersectiondesign changes to reducea task force convened by thethe avenue in Sunset Park.in the study area to suggestspeeding on 81 blocks ofBrooklyn Borough President,All three segments of theimprovement ideas. Park SlopeBrooklyn’s Fourth Avenue,DOT began holding communityproject have been subject toCouncil Member Brad Landerwith one more segment underworkshops for sections ofan extensive dialogue andwrote that it “is one of the bestconsideration as of October,Fourth Avenue to develop designdiscussion. As in Jacksonexamples of online interactive2013. Overall, the project rangesideas for improving safety andHeights, presentations, opengovernment I’ve seen.”for much of the length of Brooklyn,traffic operations. Safety onhouses, workshops, communityDOT’s Safety Educationfrom Bay Ridge to the Barclay’sFourth Avenue has long been aboard hearings, walk–throughsdivision also engaged parents,Center. The project is generallyconcern of DOT and the peopleand an interactive on–line portalteachers and students inwidening medians, narrowingwho live and work along thewere part of the varied repertoiremeetings and workshops on thepedestrian crossing distancescorridor. In 2009, the NY Policefor discussing and developingbasics of safety design at a totaland restricting some turns.Department’s 72nd Precinctan accepted action plan for theof 35 public and private schoolsImplementation began followingrequested a safety project alongcorridor. In Park Slope and Bayalong the corridor.intensive public dialogue andthe Fourth Avenue corridor.Ridge, DOT used a new toolcollaboration. Discussion in theCommunity Board 7 alsothat lets community memberscorridor continues today.approached DOT with requestsanonymously post notes on50Chapter 4: DOT’s Public Conversation on Street Safety

SAFETYPUBLIC CAMPAIGNS FOR TRAFFIC SAFETYBE THE MANNYCDOT complements its street design projects and safety–oriented technology and regulations with clear, hard–hitting safetyeducation campaigns. From traditional billboards to new appsand online portals, DOT has pioneered a variety of communicationmethods to explain the dangers of drunk driving, speeding anddistraction to a wide audience.Prior to 2007, the agency’s capacity for public communicationwas limited. In the past five years, DOT has developed robustcontracting capacity, funding streams, expertise to develop,review and select effective communications campaigns, includingassociated social media efforts to deliver a strong public messageon behalf of safer streets.DOT’s “You the Man”/“Be the Man”anti–drunk driving campaign usedresearch and focus group insightsto develop messages targetedtowards the New Yorkers mostlikely to drink and drive: young menages 21–39. This age group wasresponsible for 63% of alcoholrelated deaths in 2008. Thisaudience is aware that drinking anddriving is wrong, but has becomerelatively immune to traditionalgovernment warnings, and manystill fail to make a plan to get homesafely at the end of a night out.“Be the Man” lionizes the role ofthe designated driver from a peer–group point of view, and emphasizespractical steps to ensure a safeconclusion to a night out.Rather than launch traditionaltelevision ads, the campaignsought its audience via mediathat is present during nights out:smart–phones, radio spots, postersand coasters in bars and clubs andbeer cups at Staten Island Yankeesand Brooklyn Cyclones games.Promotions included an innovativephone app with a “find–a–ride” featureusing the phone’s GPS to identifythe closest Taxi and LimousineCommission–registered car servicesand subway stations and free–ride–home MetroCards and taxi couponsdistributed in a variety of holidayperiods and during March Madness.DOT tracking surveys showedthat Be the Man was reaching itstarget audience. DOT found that thecampaign was recognized more by21 to 35 year olds than by othergroups. One third of the 21–35group were aware of the campaign,with highest acknowledgement inStaten Island.Sustainable Streets: 2013 and Beyond51

SAFETYOne quarter of New Yorkers surveyedrecognized the 2012 LOOK! campaignLOOKLOOK is NYCDOT’s general trafficto children who work with DOTLOOK was launched in 2007 afterdon’t take out a cyclist’. Display adssafety rubric, urging New YorkersSafety Education.a multi–agency study found thatanticipating the launch of CitiBikethrough a variety of media toAt over 100 selected streetdriver and cyclist inattention wasreminded New Yorkers of thetake extra care to watch out forcorners, distinctive street markingsthe number one reason for bicyclecardinal traffic rules.each other on City streets. Thespell out “LOOK”, with eyes lookingand pedestrian crashes.Pop up LOOK smartphone ads onLOOK brand now has a widein the direction of oncoming traffic.LOOK returned to the theme ofdistracted driving in popular appsrange of applications, combiningStreet markings are reinforcedcycling safety in 2012. 26,000such as Words With Friends andinnovative street markings, taxiby ads created for TV, radio,eye–catching, orange–and–whiteNY Times mobilewindow decals, ads, and videosoutdoor, and internet that havewindow stickers reading “LOOK!Fully one quarter of New Yorkersto send a life–saving message,so far generated over 130 millionFor Cyclists” were made availableacknowledged the 2012 LOOKreminding New Yorkers to be alert,impressions. LOOK display adsto the city’s 13,000 yellow–taxicampaign in a fall survey.whether on foot, bike or behindhave appeared on telephonefleet. A video placed on Taxi TVthe wheel. 25,000 LOOK–themedkiosks, bus shelters, billboards andcalled on New Yorkers to “Takebackpacks have been distributedthe backs of NYC Transit buses.out their boss/Take out a date/But52Chapter 4: DOT’s Public Conversation on Street Safety

SAFETYTHAT’S WHY IT’S 30DOT’s research in 2009 showedThe ads explain the reason whythat were included in NY Stateadvertising efforts. 1 in 3 surveythat two–thirds of New Yorkers arethe standard city speed limit isDept. of Motor Vehicle mailingsrespondents said they had seenuncertain what the City’s standard30mph: if a pedestrian is hit by afor driver license renewals. DOTthe ads and 2 of 3 viewers saidspeed limit is, and nearly 7 in 10car traveling 40 m.p.h. or faster,further reinforced the campaignthe campaign caused them toNew Yorkers say that speedingthere’s a 70% chance that a strucktheme with specially–programmedunderstand that speeding is ais a safety problem in the city.pedestrian will be killed. At 30speedboards that produced varyingserious issue. Over half of surveyTo raise awareness of the speedm.p.h., there’s an 80% chance thatimagery depending on speed of therespondents who had seen the adslimit and highlight the danger ofthe pedestrian will live. Billboardsvehiclessaid they were less likely to driveexcessive speed, DOT created anwere in Spanish and EnglishIn follow up surveys, That’s Why10mph over the speed limit.advertising campaign of pointedDisplay and TV ads were furtherit’s 30 had the highest campaigntelevision and radio ads and hard–complemented with message cardsidentification and recall amonghitting public billboards.with That’s Why it’s 30 themesNew Yorkers of all of NYCDOT’sSustainable Streets: 2013 and Beyond53

SAFETYCurbside Haikus generated a buzzabout street safety issuesCURBSIDE HAIKUSDON’T BE A JERKGenerating talk on the streetencompassed 144 signs acrossDOT’s “Don’t Be A Jerk” bike safetyThe simple message of “Don’tand a buzz in the press is onethe City to promote road safety.campaign humorously highlightedBe A Jerk”: Always follow trafficway to broadcast a strongerEach design and haiku deliversthe essential dos and don’ts of safe,laws by yielding to pedestrians,culture of safety on City streets.a safety message by focusingresponsible biking. DOT launchedriding with traffic, and riding onDOT succeeded in the winter ofon a transportation mode. Inthe effort as cycling numbers in thethe street not the sidewalk (unless2011/2012 with its Curbsidemany locations, the haikus wereCity skyrocketed. With more bikesyou’re 12 or younger).Haiku campaign, whose set ofembedded in a QR code on theon the road, smart cycling is eventwelve bright, eye–catchingsign, readable with smartphonemore crucial to making New Yorkdesigns by artist John Morse wasapps, making the safety messagesCity’s streets safer for everyoneheavily covered and discussedinteractive and fun to discover. Inusing them.around town. Each sign, which areothers, the signs are hung in pairsstill installed on City streets today,with the image and text from itsis accompanied by a haiku poem.accompanying haiku.The “Curbside Haiku” installation54Chapter 4: DOT’s Public Conversation on Street Safety

SAFETY100,000 free bicycle helmetshave been given away by NYCDOTto New Yorkers of all agesFREE HELMET, LIGHT AND BELL PROGRAMSDOT complements cyclingsafety message campaigns withpromotional and practical programsabout safe cycling equipment.Every fall, as daylight wanes, DOTstaff promote use of bicycle lightsby handing out a limited number offront and rear lights that clip easilyto bike seatposts and handlebars.Each spring as cycling picksup in better weather, DOT alsodistributes free bells, remindingcyclists that being heard ispreferable to being hurt. Both lightsand bells are required on bicyclesby law in New York City.Bicycle helmets are required bylaw for children age 13 or youngerand commercial cyclists.The DOT has partnered withelected officials, other cityagencies, and community groupsto give away over 100,000helmets to New Yorkers of all ages.DOT staff trained to properly fitbike helmets to New Yorkers ofall ages run the helmet giveawayevents. City Council fundingallocations, totaling more than$60,000, have significantlyaugmented the program.DOT staff fits free helmets for members of the publicCITIBIKE: A PLATFORM FOR CYCLING SAFETYThe CitiBike system is itself aplatform for messages aboutbicycling safely on NYC Streets.From the messages facing the rideron the handlebars of every CitiBiketo similar notices in multiplelanguages on the kiosk screensat hundreds of stations, ridingadvice at the CitiBike websiteand the discount helmet couponsent to every annual subscriber,hundreds of thousands of NewYorkers and visitors are exposedto easy–to–understand rules ofthe road. Unsurprisingly, CitiBikehas recorded an impressive safetyrecord in its first five months, whichhave seen over 5 million rides.Citi Bike handle bars remind riders to follow the rules of the roadSustainable Streets: 2013 and Beyond55

SAFETYThe DOT’s 5 Safety City facilitiesteach safe streets skills to 30,000children and adults annuallySAFETY EDUCATIONDOT also conducts safetyeducation and outreach programsfor children, parents, educators,senior citizens and all New Yorkers.DOT’s Division of Safety Educationvisits 600 schools and 100 seniorcenters a year. The unit works withkids and teachers to collect dataon speeding and distracted drivingand envision safer designs forstreets. The DOT’s five Safety Cityprojects use a variety of educationmethods to teach children safetywalking and biking habits. Thefacilities have mock versions ofstreets, so children can practicecrossing the street safely in avariety of situations.Safety Education targets specialcorridors where crashes are highand schools and Senior Centersare many. In 2011 we piloted thiswork on Adam Clayton Powellfrom 135th to 153rd street andcontinued the work in the 2011–2012 school year using ManhattanSafety City as a base. SafetyEducators worked with studentsin schools along the corridor tocollect data about speeding,distracted driving and other safetyconditions near school on ACP.Students requested a speed boardwhich was put in place in May of2011 to educate the communityabout the prevalence of speeding.When DOT presented plans fortraffic calming and other measures,Safety Education staff worked atthe tables. Meetings were held withprincipals and other administratorsin schools and with Senior Centersto review the plans and manysubmitted letters in support ofthe changes. In 2012–2013, wefocused the work from 135th to117th streets. We worked with atotal of 25 schools and 4 SeniorCenters along this corridor.Commissioner Sadik–Khan, City Councilmember James Vacca, and friends checktraffic speedsWORKZONE SAFETYThe U.S. Department ofTransportation and the FederalHighway Administration presentNational Work Zone AwarenessWeek each spring, to bring nationalattention to motorist and workersafety in work zones and to callAlbany’s attention to potential NYState legislation that could lessenthe problem of danger in workzones.NYCDOT participates to raisedriver awareness and decreasethe number of persons, includingmembers of DOT, killed and hurtin motor vehicle crashes in workzones. 7 NYCDOT workers havedied in work zone incidents in the lasttwo decades, while 22 have beeninjured in work zone incidents since2009. DOT places work zone safetyribbon magnets on all DOT vehiclesand runs print, radio and outdoor adsto promote work zone safety in bothNew York City and in Albany.NYCDOT favors state legislationto intensify penalties against driverswho are convicted of either killing orinjuring construction workers in workzones. A proposed bill to serve as adeterrent to driving carelessly in awork zone was not acted upon by theState Legislature.56Chapter 4: DOT’s Public Conversation on Street Safety

SAFETYLEGISLATIVE CODIFICATION OF DOT SAFETY EFFORTSOne mark of the progress of the public dialogue on street safety isthe amount of legislation the NYC City Council has approved tovalidate and ensure the continuation and longevity of NYCDOT’sanalytic and practical approaches to street safety. distraction to awide audience.Local Law 11 of 2008 requires DOT to identify the twentyhighest crash locations based upon a ranking of the totalnumber of crashes involving pedestrians, and to provideinformation on safety improvements that have beenimplemented at identified locations.Local Law 23 of 2008 requires DOT to develop, monitorand report on a set of indicators that allow the agency toimplement a performance driven transportation policy, gearedtoward achieving the sustainability, mobility, infrastructureand quality of life goals set forth in Mayor Bloomberg’s PlaNYC2030 initiative. DOT does this with its annual SustainableStreets Index, which provides extensive before afterinformation on implemented safety projects.Local Law 12 of 2011 requires DOT to publish an updateevery 5 years of its 2010 Pedestrian Safety Study and ActionPlan, identifying the causes, common factors and geographicdistribution of pedestrian crashes in New York City.Local Law 66 of 2011 requires DOT to report on traffic andsafety related data for three years before and one yearafter a project that realigns a City roadway for four or moreconsecutive blocks, or 1,000 consecutive feet of street. DOTclosely tracks the impact of its projects.Sustainable Streets: 2013 and Beyond57

SAFETYLooking AheadNew York City must be relentless and innovative in seeking waysto continually improve its traffic safety performance. Goneare the days when concerted efforts in obviously dangerouscorridors like the Queens Boulevard or Grand Concourse ofthe 1990s can quickly drive crash and fatality numbers down.As City streets have become markedly safer, clustering ofcrashes and injuries is less pronounced, and thus more difficultto address. With the targets of safety policy becoming morediffuse, broader strategies such as deploying higher numbersof automated enforcement devices such as red light andspeed–radar cameras are likely to become more important. TheState Legislature will need a stronger understanding of thesefacts and trends to become a full partner in driving down NYCcrashes, injuries and fatalities. The next opportunity to furtherdevelop this understanding and partnership presents itself verysoon—the City’s red light camera program must be legislativelyrenewed in 2014. Ideally, the Legislature would unfettercamera enforcement programs altogether and allow the City todetermine the right size and applications for both red light andspeed enforcement camera programs.The diffusion of crash clusters notwithstanding, makinglarge arterial streets safer remains the City’s largest safetychallenge. Slow speed zones, speed humps and otherimprovements suited to smaller streets are highly popular andhave quality of life as well as safety benefits, but larger projectssimilar to the recent realignments of Adam Clayton PowellBoulevard in Manhattan and Fourth Avenue in Brooklyn willhave greater impact on the City’s overall safety performance.This fact may become even more pronounced as New York’spopulation continues to age. Such projects require extensivelocal support, explanation and outreach. The high receptivityand demand by New Yorkers for every type of street safetyimprovement program and feature augurs well for furtherimprovements in this vein.Steady erosion of the federal commitment to transportation mayhave impacts on safety programs that future City leaders willhave to grapple with. In 2012, Congress eliminated the federalSafe Routes to Schools funding program, and it is unclear how NYState DOT, which administers Federal Highway Administration aidin New York, will regard ongoing funding requests from local saferoutes to schools program’s like New York’s. U.S. traffic safetyfunding is also very constrained in its uses. NYCDOT’s safety adcampaigns would have a greater impact if they were able to bedeployed and broadcast far more broadly, but FHWA safety fundsare confined to hardware regardless of local safety needs, and insome degree distributed at the discretion of NY State. Broadeningthe uses of federal safety funds, and providing direct FHWAfunding to large cities, as strongly advocated by the NationalAssociation of City Transportation Officials, would in small partmake up for the declining amount (in both real and nominal terms)of federal transportation aid for safety and in other areas (see theInfrastructure section).– Remove state legislative restrictions on automatedenforcement cameras that improve safety, including redlight, speed, and bus lane cameras. Allow the Mayor and CityCouncil to decide the appropriate scope of these programs.– Focus additional resources on remaining high crashcorridors, especially long, wide arterial streets where safetyissues persist.– Provide more city resources for programs and streettreatments that are popular with New Yorkers, such asspeed humps, Neighborhood Slow Zones, and other trafficcalming techniques.– Change federal law to allow direct federal highway aid tocities and a broadened use of federal safety funds.Sustainable Streets: 2013 and Beyond59

MOBILITYMobility60

MOBILITYIntroduction44acres of paintedbus lanes since2007141acres of new bikelanes since 2007New York’s rapid population and economic growth during the1990s and 2000s presented City government with majorchallenges. Prosperity and vitality are obviously desirable,but how to improve the City’s basic systems, includingtransportation, while serving more people and activity?PlaNYC’s answer was to take much greater advantage of theCity’s historic orientation to walking and public transit.Although New York City’s renaissance was in largemeasure built upon the reconstruction of the subway systembeginning in the 1980s, there had been few City policiesput in place to reinforce and support this investment. TheBloomberg Administration changed that, taking active stepssuch as rezoning targeted areas to direct growth ratherthan respond to it after the fact. In transportation, PlaNYCemphasized improved performance and efficiency fromassets that had long gone overlooked, especially City streetsand NYC’s huge bus system.New York’s density makes it a natural walking and cyclingcity. These options are also strong complements to theCity’s public transit systems, provided people regard themas safe and convenient. NYCDOT’s work to implement thetransportation policies of PlaNYC have reinvented busservice, made bicycling a mainstream option for navigatingthe City and made pedestrians the focus of traffic planningand engineering. Delivering these results and implementing“complete streets” that safely and efficiently promote thetravel of bus riders, cyclists, pedestrians and motorists hasrequired numerous design and engineering innovations.Sustainable Streets: 2013 and Beyond61

MOBILITYThese are now well documented and are being increasinglyadopted by cities across the United States and the world.One key to their success has been the ongoing updateof traffic engineering and traffic management technologyto ensure that street changes do not increase vehicularcongestion. NYCDOT has shown that creating completestreets is not a zero sum exercise between different typesof street users.The development of better bus service, better cycling andwalking conditions and the availability of CitiBikes, alongwith other options the Bloomberg Administration hascreated or promoted such as East River Ferry service andborough “green” taxis adds many new elements to the City’salready–rich menu of transportation options. People areincreasingly embracing transportation choice and variety,from new intercity bus services to car–sharing companies.62Introduction

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64 New York City Department of Transportation

MOBILITYChapter 5Better Bus ServiceNew York City’s bus system offers tremendous potential forefficient and environmentally friendly movement of people.Buses serve 2.6 million riders each weekday citywide. Butwith an average speed of eight miles per hour, many routesare frustratingly slow. Improving bus speeds and customerexperience is one of the quickest ways to build mass transitcapacity in the city, especially in areas far from subway stopsand in dire need of speedier transit options.Since 2007, NYCDOT has worked closely with its partnersat NYC Transit to unlock the potential of streets. A new modelof bus service has laid the foundation for a citywide bus rapidtransit network to supplement subway service.Sustainable Streets: 2013 and Beyond65

MOBILITY50hours savedannually for eachSBS riderSPEEDING BUSES IN A THRIVING CITYIn 2007, PlaNYC gave a clearmandate to vastly improve busservice to give New Yorkers moresustainable transit options andprepare for future populationand economic growth. MayorBloomberg appointed top NYCDOTofficials who embraced his visionand had experience in transitplanning and management. NewDOT management revamped busrapid transit and instituted anextensive outreach processes toeffectively engage communitiesalong transit routes. New directorsat the MTA and at NYCTransit weresimilarly committed to improvingbus service—a strategic alliancedeveloped between the agencies.Within months, bus projectsstarted to move forward quickly.The result was NYCDOT andNYC Transit’s Select Bus Service(SBS) program, which improvesspeed, reliability, and customerexperience for bus riders. SBSuses elements of bus rapid transit(BRT), a cost–effective approachto transit service that cities aroundthe world have used to makeriding the bus more like riding railtransit. Off–board fare collection,designated bus lanes, safer, moreattractive station areas, andsignals that prioritize buses overother vehicles are combined alongeach route. Development of theservice involved unprecedentedcollaboration with the MTA NYCTransit and intense partnershipwith local community boards andcivic groups.The first Select Bus Servicestarted in 2008 along FordhamRoad in the Bronx. Since then,five other routes have launched,including 34th Street and 1stand 2nd Avenues in Manhattan,Nostrand Avenue in Brooklyn,Webster Avenue in the Bronx, andHylan Boulevard in Staten Island.A seventh route, along 125thStreet in Harlem and travelling toLaGuardia, will begin in 2014.By the end of 2013, these SBSroutes will serve 215,000 busriders daily and lay the groundworkfor a more extensive five boroughbus rapid transit network.Community planning for Select Bus66Chapter 5: Better Bus Service

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MOBILITY98%of riders satisfiedwith Fordham RoadSelect Bus Service23%decline in bus traveltimes along 34thStreetFordham Road Bus Service34th St Select Bus ServiceThe Fordham Road–Pelham ParkwayBx12 Select Bus Service (SBS)replaced Bx12 Limited servicefrom the Inwood neighborhood inManhattan to Co–Op City in theBronx in June 2008. New York City’sfirst SBS route, the Bx12 SBS offerstransfer opportunities to all of thesubway lines and Metro–North linesin the Bronx as it travels east–westthrough the borough.The project resulted in 20%improvement in travel times, with98% of riders “satisfied” or “verysatisfied” with the service. The newroute experienced a 10% increasein ridership.The 34th SBS project improvedtraffic, transit speeds, pedestriansafety and curb access on a corridorthat extends for two miles fromthe 34th Street Ferry Terminal onthe East River to Twelfth Avenue.34th Street is a key transit corridor,accommodating over 33,000 bustrips a day.The 34th St SBS project has beenimplemented in phases. Bus laneswere implemented first in 2008,followed by more extensive sidewalkimprovements.Since initial improvements in 2008,bus travel times on 34th Street havedeclined 23% or by over 7½ minutes,and ridership is up over 12%.68Chapter 5: Better Bus Service

MOBILITY10%increased ridershipon the M15 SelectBus1st/2nd Avenues Select Bus ServiceNYCDOT and MTA/NYC Transitlaunched Select Bus Service alongFirst Avenue/Second Avenue SBS(M15 SBS) in October 2010 servingriders between South Ferry and 125thSt. The project was implemented inphases—off board fare collectionmachines and red bus lanes wereinstalled first, followed by transitsignal priority and the constructionof 12 bus bulbs along the corridor in2013. This route was the first to havebus enforcement cameras to helpkeep lanes clear. A separated bicyclepath was implemented concurrentlyalong portions of the corridor greatlyimproving safety for all users.This service has since increasedridership on the M15 by 10% andimproved speeds by 15 to 18%.Further, as part of the project, offsetand curbside bus lanes were pairedwith pedestrian and bicycling safetyenhancements. For those sectionswith the full treatments, we’ve seen a21% decline in traffic injuries.Sustainable Streets: 2013 and Beyond69

MOBILITYSelect Bus Service in the Bronx, Manhattan and Staten Island hasimproved local and express bus travel time and reliability, traffic flow atcongested intersections, and enhanced safety for all corridor usersBEFORE: Webster and Tremont Ave.AFTER: Webster and Tremont Ave.Hylan Boulevard SelectNostrand Avenue SelectWebster Avenue SelectBus ServiceBus ServiceBus ServiceS79 SBS started in Septembertransit ridership, surveyed localThe Nostrand Avenue SBS projectWebster Avenue is a major residential2012, connecting Hylan Boulevard,merchants and conducted extensiveextends 9.3 miles across Brooklyn fromand commercial corridor in theRichmond Avenue, and Bay Ridge,public outreach for feedback fromSheepshead Bay to Williamsburg andBronx, yet it has been underservedBrooklyn. The project improved localstakeholders. The project corridoroffers a cost–effective way to improveby transit, with most of the corridorand express bus travel time andincludes bus lanes in certain areas,bus service for 44,000 daily riders. Thea long walk from the subway. MTAreliability, traffic flow at congestedincluding two miles of bus lanes to theproject includes dedicated bus lanes,and DOT identified this project dueintersections, and safety for allVerrazano Bridge, extended medians,transit signal priority, construction ofto high ridership on existing buscorridor users. As part of the study,and transit signal priority. Travel timesbus bulbs, and off–board fare collection.routes—serving 69,000 trips aDOT and NYCT analyzed throughhave improved by 12% since SBS wasThese improvements will reduce travelday—and community support. Afterand turning traffic on the corridor,introduced.time and attract additional riders whoan extensive public engagementsurveyed parking activity, analyzedcurrently avoid bus service due to slowprocess, the project was implementedspeeds and a lack of reliability. Thein June 2013.service started in November 2013.70Chapter 5: Better Bus Service

MOBILITYAdditional Bus Priority ProjectsElements of the bus rapid transit,such as painted bus lanes and trafficsignals that speed buses throughtraffic, have also been used to improvebus service in selected corridorsthroughout the city including theones listed below.LaGuardia Airport Access:DOT worked with the MTA to help planthe new Q70 bus. The new limitedservice speeds trips to the airportfrom Jackson Heights and Woodsidecommuter and subway stations by upto 40%.Livingston Street:Through the addition of upgraded buslanes and signal changes, DOT andMTA improved bus speeds 12%–14%along this corridor in DowntownBrooklyn.Jamaica:DOT worked with MTA to improveand extend bus lanes along Archerand Jamaica Avenues, realignintersections, move bus stops andchange parking to improve bus speedsand reliability.Queensboro Bridge:Operational changes on the Ed KochQueensboro Bridge made travelbetween the boroughs quickerand more efficient. These includedreconfiguring 60th Street to provideadditional bus lanes and stops, andchanging signal timing to reducepedestrian and bus conflicts.Utica Avenue:DOT and NYC Transit are planning theaddition of bus lanes from St JohnsAve to Church Ave, and the addition ofsignal changes including transit signalpriority.Q70 information on mta.infoSustainable Streets: 2013 and Beyond71

MOBILITY15%fewer obstructionsin bus lanes withenforcementcamerasTransit signal priority along Victory Blvdin Staten Island reduced travel time by16% during the morning rushTransit Signal PriorityTransit signal priority (TSP) givesTransit signal priority is part ofIsland, a TSP test on 300 busesWidespread application of TSP hasprecedence to buses at traffic lights.Select Bus Service routes, but thesuccessfully cut travel time by 16%the potential to greatly improve busBy keeping signals green or turningtechnology has the ability to beduring the morning peak and 11%service throughout the five boroughs,them green when buses approach,more widely used, and speed busesduring the evening peak. The programwith limited cost and physicalTSP speeds buses through trafficon routes throughout the city. Inwas funded by the US Department ofinfrastructure.and improves travel time for riders.addition to SBS routes, NYCDOT hasTransportation and supported by theBy allowing buses to move at a moreworked with the MTA NYC Transit toStaten Island Borough President’sconsistent speed, TSP reduces timesinstall TSP on three corridors with aTransportation Task Force. In falla bus has to stop and accelerate. Ingoal of reaching at least 17 routes—2012, NYC Transit started a TSP pilotturn, fuel consumption and emissionsincluding SBS—in all five boroughs.on 50 buses along the M15 Select Busreduction savings are achieved.Along Victory Boulevard in StatenService route on 1st and 2nd Aves.Bus Lane Enforcement CamerasEnforcement of bus lanes is necessarythe MTA initiated implementation of ato keep bus lanes clear and busescamera–based enforcement systemmoving quickly. To supplementbeginning in November, 2010. 1stNYPD officers, the city sought stateand 2nd Avenue was the first route tolegislative approval for enforcementreceive the cameras, with 34th St andcameras.Fordham Road and Hylan BoulevardIn summer of 2010, New York Cityfollowing. The city is currentlyand the MTA were given authorizationauthorized to install them alongto begin operating a camera–basedNostrand Ave and another unnamedbus lane enforcement system. Theroute in Queens. People driving in buslegislation allows camera–basedlanes receive tickets of $115.enforcement on specifically namedThe bus cameras have workedSelect Bus Service (SBS) corridors,to keep buses moving. In bus lanesix in total, and also names specificsegments where cameras wererestrictions regarding the time, day ofinstalled, bus lanes were obstructedweek, and methods of enforcement.15% less than segments withoutBased on this authority, the City andcameras.72Chapter 5: Better Bus Service

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MOBILITYSELECT BUS SERVICE PHASE IIIMPLEMENTEDPLANNED BRT PHASE II74Chapter 5: Better Bus Service

MOBILITYNYCDOT identified dozens of potentialbus rapid transit corridors, andwith NYC Transit, selected 16 routesfor implementationPlanning for Bus Rapid Transit30 BUS RAPID TRANSIT CORRIDORSIn 2009, once planning was underwayfor the initial five Select Bus Serviceprojects, NYCDOT and MTA launcheda citywide planning process to mapThe BronxFordham RoadQueensLaGuardia Airport/East ElmhurstIMPLEMENTEDout the next round of bus rapidtransit routes. MTA and NYCTransitidentified over 30 potential corridorsfor bus service improvements basedon proximity to existing transit,potential population growth areas,subway and bus crowding, anddifficult trips. The agencies thenheld seven workshops with over 300people to solicit additional feedback.In the workshops, 74% of surveyrespondents said that they supportedimplementation of BRT in New YorkCity. The agencies then narrowed thelist down to 16 priority corridors.Webster Ave/Third AveSouth Bronx/East West Corridor(Hunts Point/Soundview)Bruckner ExpresswayMajor Deegan ExpresswayBrooklynNostrand AveUtica AveSouthern Brooklyn East WestCorridorBushwick to Downtown BrooklynFlatbush AveCentral Brooklyn East WestManhattan to Northern BlvdHillside Avenue CorridorJamaica to FlushingWoodhaven BlvdSoutheast QueensMiddle VillageUtopia/Fresh MeadowsLong Island ExpresswayLong Island City East RiverwaterfrontStaten IslandHylan BoulevardPLANNED BRT PHASE IIOTHER POTENTIALROUTESCorridorNorth ShoreWilliamsburg East River WaterfrontWest ShoreGowanus ExpresswayStaten Island ExpresswayManhattan34th St1st/2nd Ave125th Street Crosstown CorridorUpper West Side/Upper East SideCrosstown Corridor14th Street Crosstown CorridorWest Side CorridorSustainable Streets: 2013 and Beyond75

MOBILITYCommunity Advisory Committeesare crucial to designing and planningSelect Bus ServiceCommunity Advisory GroupsCommunity boards, civic groups,and the public are heavily involvedin the planning process for SelectBus Service routes. Each SBS routehas involved dozens of meetingswith stakeholders, along with walk–throughs and focused workshopsto develop community basedsolutions to particular challengesalong a route. Part of the publicengagement process includes thecreation of a Community AdvisoryCommittee (or CACs) to allow a moredetailed discussion of the proposaland address traffic, street design,commercial delivery and other issuesalong a corridor. CACs generallyinclude representatives fromcommunity boards, elected officialsoffices, business associations, andcivic groups.The public process for theWebster Ave Select Bus Service inthe Bronx led to a more aggressiveand better project. Members of theCommunity Advisory Committeebrought up pedestrian safetyconcerns during meetings with theNYCDOT and NYCTransit, especiallyat the intersection of Webster andTremont Avenues. These concernsreinforced DOT’s data that showedthis intersection as a high crashcorridor in the Bronx. In response tocommunity suggestions, DOT’s transitand pedestrian safety groups workedtogether to redesign the WebsterTremont intersection to add additionalpedestrian amenities including theaddition of two pedestrian refugeislands, the closure of a slip lane,extension of the sidewalk to shortencrossing distances. Thanks tocommunity involvement through theCommunity Advisory Committees,DOT was able to design a project thataddressed transportation challengesin a more holistic way.Community Advisory Committee76Chapter 5: Better Bus Service

MOBILITYREGULATING INTERCITY BUSESThe intercity bus industry hasattempted to limit the negativefrustrated with sidewalk and trafficset up a permitting system forgrown significantly over theimpacts of intercity buses bycongestion that resulted fromintercity bus operators. Through alast fifteen years, becoming anworking closely with operatorscertain bus stops.formal online application process,increasingly popular option forto designate locations whereIn 2012 and 2013, the cityNYCDOT now designates buspeople traveling into and out ofbuses can pick up and drop offworked with state elected officialsstops for all intercity buses,New York City. While such busespassengers. Unfortunately, thisto pass legislation that wouldlimiting disruptions to the localprovide good, efficient, intercitysystem was voluntary and NYCDOTgive the NYCDOT new powers totransportation network.transportation, they can causehad no authority to prevent intercityregulate the intercity bus industry.serious disruption to the localbuses from pulling up to almostThe law sponsored by New Yorktraffic network through increasedany curb space. CommunitiesSenator Martin Golden andcongestion and abuse of the city’sand elected officials, especiallySpeaker Sheldon Silver grantedcurbside spaces. NYCDOT hadin Midtown, were increasinglythe City of New York authority toMegabus Northeast, LLC pick up stop at seventh avenue and 28th StEastern Coach Inc. Pick up stop at Seventh Avenue and 33rd StSustainable Streets: 2013 and Beyond77

78MOBILITY

MOBILITYChapter 6A City of Rivers and IslandsNew York is a waterfront city and a city of islands. As a result,ferries have always played a critical role in moving peopleand goods around the five boroughs. Today, the Staten IslandFerry, which carries 22 million people annually betweenManhattan and Staten Island, is the largest commuter ferryroute in the country, and ridership continues to grow.In the last several decades, a robust network of privately–operated ferry services has also been established in New YorkCity. The services carry Yankee fans to the Bronx, commutersto New Jersey, tourists to the Statue of Liberty and EllisIsland, and beachgoers to the Rockaways. Over the past fiveyears, the city has worked to encourage and expand the use ofour waterways for commuter and recreational transportation.In 2011, Mayor Bloomberg and the City Council releasedVision 2020, the New York City Comprehensive WaterfrontPlan which called for improving waterfront transportation andaccess to the waterfront. In addition to this long–term vision,the Mayor and Council also released the Waterfront ActionAgenda, a series of 125 near term initiatives to make the mostof our waterways. Expansion of ferries was a key element ofboth plans.STATEN ISLAND FERRY 24–HOUR WEEKDAY RIDERSHIP, STATEN ISLAND TO MANHATTAN1,6001,4001,2001,000800600400200012:0012:301:002:003:004:005:005:306:006:206:407:007:157:307:458:008:158:308:409:009:3010:0010:3011:0011:3012:0012:301:001:302:002:303:003:303:504:104:304:505:105:305:456:006:156:306:457:007:308:008:309:0010:0010:3011:0011:30AMPMFRIDAY JUNE 24, 2011Sustainable Streets: 2013 and Beyond79

MOBILITY80Chapter 6: A City of Rivers and Islands

MOBILITYSTATEN ISLAND FERRYEAST RIVER FERRYSTATEN ISLAND FERRY ON TIME PERFORMANCE% ON TIMEFY 2011FY 2012FY 201391%89% 89%NYCDOT operates and maintainsthe nine Staten Island vessel fleetas well as the St. George FerryTerminal on Staten Island, WhitehallFerry Terminal in Manhattan,the City Island and Hart IslandFacilities, and The Battery MaritimeBuilding.Service on the Staten IslandFerry is free and runs 24 hours aday, in 15 minute intervals duringrush hours. It is the only non–vehicular transportation betweenManhattan and Staten Island. Theride is a vital commuter service formillions of New Yorkers, but the 5–mile, 25 minute ride also providesa majestic view of New York Harborfor tourists from all over the world.reached an all–time high in 2012,serving 22 million people, andridership continues to grow. Theagency has been successful atkeeping service reliable despitedeclining city resources. Findinginnovative ways to use state andfederal resources, the agency hasbeen able to plug holes in the citybudget and keep boats runningfrequently and on–time. At thesame time, it has kept on timeperformance steady and foundways to green the ferry fleet.Chapter 16 of the Infrastructuresection below details agency’sefforts to make the Staten IslandFerry fleet one of the greenest inthe nation.Staten Island Ferry ridershipStarted in 2011, the East RiverFerry commuter service has beenwildly successful and offered anew transportation option forwaterfront neighborhoods. Theservice, which connects LongIsland City, Greenpoint, North andSouth Williamsburg and DUMBOwith Downtown and MidtownManhattan, has significantlyoutperformed the City’s originalexpectations. In May 2013, theservice recorded its 2 millionthrider, more than twice the ridershipthat was projected for the fullthree–year pilot period that endsin the summer of 2014. Summerridership increased 43% from thesummer of 2011 to the summerof 2012. The East River Ferryhas proven so popular that in May2012, the City announced thatlarger boats—carrying as many as399 passengers per trip—would beadded to the East River Ferry fleet.The city is working to find a longterm operator for the ferry serviceto make it a permanent option forNew Yorkers.The East River Ferry ismanaged by the city’s EconomicDevelopment Corporation, butDOT plays an important role insiting ferry docks and improvingaccess to the service. Safetyimprovements at the IndiaStreet pier in Greenpoint andtraffic calming and pedestrianimprovements on Old Fulton Stin DUMBO and Brooklyn Heightsensured safe passage to ferrylandings. The initial roll out of DOT’sCitiBike system included stationsat four of the seven East River Ferrylandings and the remaining threeferry landings will receive CitiBikestations in bike share’s next phase.Additionally, CityRacks have beenplaced at all ferry stops.Left:The launch of the Senator John J. Marchi vesselSustainable Streets: 2013 and Beyond81

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MOBILITYChapter 7Streets for All:Improving Choices for Short Trips365miles of new bikelanes since 2007New York City is ideally suited to walking and cycling. Thecity’s dense design means many trips are short. Of auto tripsin New York, 10% are under one–half mile, 22% are underone mile and 56% are under three miles—distances thatcan easily be covered on foot or on a bike. Shifting even asmall number of these trips to bicycles or walking results insignificant benefits.Cycling and walking have clear health and environmentalbenefits, and also create broad mobility gains. Makingcycling viable and walking more attractive adds choice tothe transportation menu, and can dramatically increase theutility and flexibility of public transportation for city dwellers.PlaNYC and Sustainable Streets laid out clear goals forbringing cycling into the transportation mainstream. Avery strong emphasis on public health, traffic safety andan improved public realm by the Bloomberg Administrationalso put the pedestrian at the center of transportation andstreetscape planning, constituting a comprehensive pro–walking strategy for the entire city.New York City has made dramatic strides in creatingmodern, safe streets that are attractive for cycling andwalking. At the core of this progress are programs tooverhaul the design of streets so they are more balancedand inviting for all users. This work re–made dangerousintersections, opened new walking routes, helpedpedestrians and cyclists orient themselves and createda cycling network that connects the city. Since 2007,NYCDOT has created over 350 miles of bike lanes andlaunched the largest and most heavily–used bike sharesystem in the Western Hemisphere. To address a furtherbarrier to bicycle transportation, DOT has added 16,000bicycle parking racks to City streets, and begun to transform12,000 old parking meter poles into additional bike parking.With the City Council, DOT defined and enacted a ground–breaking office building bike parking program that DOTadministers.CAR JOURNEY LENGTHS, NYC10% 10% 12% 15% 19%34%LESS THAN.5 MILES3–5 MILES.5–1 MILEMORE THAN10 MILES5–10 MILES1–3 MILESThe results have been staggering. Cycling has become muchsafer and attractive for people of all ages. The city reachedits Sustainable Streets goal of doubling DOT bike counts oncommuter routes from 2007 to 2012 in 2011, a year early.Until recently few children and older adults were seen ridingbikes in New York. Now bike paths and protected bike lanesare enjoyed by families and cyclists of all ages and abilities.As described in depth in the Safety Section, there was a73% decrease in the average risk of a serious injury whilebicycling in New York between 2001 and 2011.New plazas, pedestrian wayfinding maps, publicseating and the broad range of safety and traffic calmingimprovements described in the chapters above on publicsafety have provided a broad improvement in the spaceand safety afforded to pedestrians. Innovative projects likeBroadway Boulevard/Greenlight for Midtown, 6.5 Avenueand the remake of streets around Brooklyn’s Grand ArmyPlaza have made walking routes more direct, generated newfoot trips and improved safety.Sustainable Streets: 2013 and Beyond83

MOBILITY63%increase in bikevolumes on 9thAvenue since 2007CYCLINGWhere it was a fairly intimidating place to bicycle just a few yearsago, New York City has become the most bike–friendly big city inAmerica. New Yorkers voted with their pedals for the increasinglyinterconnected bike lane network and the design innovation thatcreated protected bike lanes on major avenues. CitiBike removedadditional barriers for those who face problems storing or parkingtheir own bikes, and has fully unlocked New York’s potential as acycling city.New York City’s density, interconnected street networks and flatterrain have always given it the potential to be an ideal bicyclingcity. PlaNYC and Sustainable Streets were both crystal clear in theirintentions to finally leverage this latent advantage. The policies saidclearly that city streets would become increasingly welcoming tobicycles—PlaNYC set the goal of adding 200 miles of new bike laneswithin three fiscal years, while Sustainable Streets looked ahead to adoubling of documented bicycle volumes on key routes.To help spur cycling, NYCDOT’s strategy has been to develop bikelanes as a network that is useful for the trips New Yorkers need tomake, rather than tucking disconnected bike lanes away in disparateareas. Much of the post–2006 network improvements were initiallyfocused in the lower half of Manhattan and the northern half ofBrooklyn where cycling rates were relatively high, where it wasplausible that additional people would respond to improved cyclingconditions. Tremendous increases in cycling volumes in these areasin 2007–2009 supported the strategy. DOT was subsequentlyable to expand the network on this basis of very strong usage andresponse. In more recent years, very strong additions have beenmade to the network across the City, including the South Bronx,Midtown Manhattan and Western Queens.Design innovation has been a critical factor in making the cyclingnetwork attractive to more people. In 2007, NYCDOT pioneeredthe practice of protecting bike lanes by setting them off frommoving vehicle traffic with “floating” parking lanes that were nolonger located along the physical curb. Manhattan’s 9th Avenuesaw the first of these projects, which also features a bicycle signalphase where cross–streets turned across the bike lane. The 9thAvenue approach quickly won acclaim—including the Institute for84Chapter 7: Streets for All: Improving Choices for Short Trips

MOBILITYIn corridors like Kent Avenueand Prospect Park West,weekday bicycle use has tripledINDIVIDUAL 2011 PROJECT GENERATED CYCLING GROWTH IN 2012STREETBEFOREAFTERCHANGEW.29TH STREET25837144%W.30TH STREET26033930%FIRST AVENUE583107284%SECOND AVENUE842128653%Transportation Engineers’ Transportation Planning Council’s BestProgram award in 2008—and was expanded to other streetsand avenues.The protected lanes helped fuel substantial growth in cycling. Bikevolumes on 9th Avenue are 63% higher than before the new bike lanewas implemented in 2007. Wide avenues, like 1st, 2nd, 8th and 9thAvenues in Manhattan that were previously inhospitable to bikes nowhave a steady flow of cyclists of all ages using the protected lanes.As of summer 2013, there were 30 miles of protected bicycle lanesin New York, with additional miles such as Vernon Boulevard along theEast River in Queens still undergoing implementation.Additional bike–friendly design innovations are extensive. Theprotected design was adapted to two–way bikeways or interimgreenways in “edge” environments such as waterfronts and parkboundaries where the volumes of crossing traffic are low. In suchcorridors, like Kent Avenue and Prospect Park West in Brooklynweekday bicycle use has grown by nearly 300%. DOT has also madeextensive use of the buffered lane design (extra width for safety)that it pioneered as long ago as the 1990s, and has introduced shortcontra–flow bike lane and shared bike–pedestrian space segments tomake key network connections. Extensive use of “bike boxes” givescyclists more room at intersections.In total, NYCDOT has added over 350 miles of new and enhancedbicycle routes from 2007 to 2013, and our steady pace of expansioncontinues. DOT reached its strategic goal of doubling bike commutingin five years, a year early. In 2013, the tremendous response of NewYorkers to Citi Bike calls for revisiting the City’s cycling targets,revising them substantially upward and harnessing them to bike–sharing expansion strategy.The rapid expansion of bicycle lanes generated much discussionand media coverage, but public opinion polls have consistently shownvery strong support for bicycle lanes and for the Citi Bike program.The latest poll, by the New York Times in August 2013, found 64%of New Yorkers backing expansion of bike lanes, with strong supportfrom many backgrounds, boroughs and political leanings. Support forCiti Bike has registered in the mid–seventies.DOT has also improved and simplified the realm of bicycle parking.Working with Cooper Hewitt Design Center and cycling groups, DOTlaunched a design competition for a new type of City–provided bikerack, and received over 200 submissions from around the world.The winning design is now seen throughout the city. Approximately19,000 total City–provided racks have been installed to date.NYCDOT is now dramatically accelerating the provision of on–streetbike parking facilities by converting old parking meter poles intoSustainable Streets: 2013 and Beyond85

MOBILITYGROWTH OF NYC’S ON STREET CYCLING NETWORK60050046351252857340040231830020010002008 2009 2010 2011 2012 2013bicycle racks, targeting installation of 12,000 “meter racks”by 2015.To add further to bike parking capacity, which is outstripped bydemand in many places, DOT in 2012 launched an application–based program for bike “corrals” for businesses interested inaccommodating cycling customers. The corrals are multi–bike–rack installations situated in parking lanes rather than sidewalks.Over 30 have been installed, with more to come. The programis designed to give community boards input in the installationlocation. In other areas, DOT, in coordination with our streetfurniture franchisee, Cemusa, has installed bicycle parkingshelters. Each shelter contains stainless steel bike racks foreight bikes. The design closely resembles the city’s bus shelter,using the same high–quality materials. Panels on the sheltersdisplay the annual NYC Cycling Map and other cycling materials.Under the current contract, 36 will be installed.The city also worked with the City Council in 2009 on legislationthat increases bike parking in private garages and office buildings.Under the new laws, garages that accommodate 100 or moremotor vehicles are required to provide bicycle parking and officebuildings must allow access or parking for bicycles upon request bya tenant. As a result, an ever–expanding set of large office buildingsin the densest sections of the City now accommodate bicycleparking access.86Chapter 7: Streets for All: Improving Choices for Short Trips

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MOBILITY23capital projectsplanned for the14 mile BrooklynWaterfrontGreenwayON–STREET PROTECTED BICYCLE PATHS IMPLEMENTED SINCE 2007:1st Avenue: most of East 1st St to9th Avenue: W 16th St to 59th StFlushing Ave: Williamsburg St WestWilliamsburg Street West:124th Stto Washington AveFlushing Ave to Kent AveColumbia Street & Atlantic Avenue2nd Avenue: 2nd St to 34th St, andPier 6 to Congress StEast 17th Street: Broadway toDelancey Street Median Bike Path:104th to 125thPark Ave SouthSuffolk St to Clinton StFort Hamilton Parkway: Park CircleBruckner Blvd: Bryant Ave toto East 5th StreetAllen Street: Division Street toPark Circle: Prospect ParkConcrete Plant Park GreenwayEast Houston StreetSouthwest to Ocean ParkwaySt. Nicholas Avenue: AmsterdamColumbus Avenue: West 68th St toAve to West 163rd StPike Street: South Street toGrand Street: Varick St toW 110thDivision StreetChrystie StProspect Park West: Grand ArmyGrand Concourse: Cortland Ave toPlaza to Bartell–Pritchard SqKent Avenue: Clymer St toCanal Street: Forsyth St toE Moshula ParkwayNorth 14th StreetChrystie StBroadway: Most of Columbus8th Avenue: Bank St to 56th StCircle to East 18th StSands Street: Navy St to Jay StBEFORE: Columbia StreetAFTER: Columbia Street88Chapter 7: Streets for All: Improving Choices for Short Trips

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MOBILITYBIKE LANE EXPANSION2007–2012PRE–2007For more bike lane expansion maps, see sustainablestreets.info90Chapter 7: Streets for All: Improving Choices for Short Trips

MOBILITYBUILDINGS THAT ALLOW ACCESS FOR BICYCLISTS, MIDTOWN MANHATTANSustainable Streets: 2013 and Beyond91

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MOBILITY5million trips in first150 days sinceCiti Bike launchAnnual members receive a “key to the City,”allowing them to quickly unlock a Citi BikeCITIBIKEThe launch of CitiBike on May 27,2013 in the Manhattan CentralBusiness District and adjacentparts of Brooklyn dramaticallyexpanded the use of bicyclesfor basic transportation in theheart of the City. CitiBike hasseen the most rapid uptake ofsubscriptions and usage of anybike share system in the world. Asof mid–October 2013, just 150days since the system’s launch, the6,000 CitiBikes had generatednearly 5 million additional cyclingtrips—about 31,000 trips perday on average, within a relativelycompact section of the city, withthis average rising over 35,000 inAugust, September and October.Over 92,000 people havesubscribed as annual members ofthe system.Within just a few months,New Yorkers have fullyintegrated CitiBike into the city’stransportation system. Theinitial network of 330 bike sharestations was planned to createmaximum utility within the servicearea, with stations scaled tomatch the surrounding areas andgenerally only 1,000 feet fromother nearby stations. Some citieshave spread bike share stationsout and thus made bike share useless convenient than it could be.The tremendous user responseto CitiBike indicates that DOT’sstation network planning is on theright track.Without CitiBike, usersCITIBIKE RIDERSHIP OFF THE CHARTSAUGUST 2013RIDES/BIKE/DAYNYC5.96PARIS5.0WASHINGTON4.14LONDON3.64would have taken the subway or New York’s CitiBike is clearly onewalked, with some bike share trips of the most successful and readilyreplacing bus and car trips.adopted bike share system in theWithout the bike share system, world. New York’s built–out bikeCiti Bike riders would have:network, with 152 bike lane–Although bike share systems miles within the initial bike shareacross the world often have unique operating area, is certainly a bigcharacteristics in terms of scale, part of New Yorkers’ tremendousdesign, pricing and equipment, reception of CitiBike.one way to compare systems is byusage, examining daily rides perinstalled bike. By this measure,Sustainable Streets: 2013 and Beyond93

MOBILITY45% of CitiBike users said the systemallowed them to travel to new placesDaily average CitiBikeridership by monthA DAY IN THE LIFE OF 4 CITIBIKESA DOT survey of over 1,000CitiBike users from August,2013 confirms that NewYorkers have largely adoptedthe system for practicaltransportation. It found that46% of CitiBike trips arefor work purposes, includingcommuting, while 28% arefor errands, personalbusiness and shopping.53% said that they combineCitiBike travel with otherforms of transportation, withnearly one–third of allrespondents saying they didthis “most of the time.” Thesurvey also indicated thatvirtually all CitiBike trips arenew bike trips.94Chapter 7: Streets for All: Improving Choices for Short Trips

MOBILITYSome CitiBikes are used dozens of times a day and travel the entire system territorySustainable Streets: 2013 and Beyond95

MOBILITYNYC Bike Share: Designed By New YorkersCommunity planning workshop to select station sitesDOT received 10,000 suggested station sites on its interactive mapAnother key to Citi Bike’s popularitybike share equipment to introducefeature garnered over 10,000synthesizing all of the feedback,is the deliberate, extensive 18–monththe public to program and beginstation suggestions and over 55,000suggestions and data. DOT usedplanning process undertaken bythe planning process. Community“supports” for those suggestions.Geographic Information SystemsNYCDOT and other stakeholders. Bikeplanning workshops were held inThe process was inclusive and(GIS) to create a predictive modelshare lends itself to a collaborativeeach community board within themeant to draw in New Yorkers from aoutlining the size of stations for eachlocal planning because it reliesprogram area with the specificrange of backgrounds and incomes.neighborhood based on surroundingprimarily on a dense network ofgoal of educating about theBilingual meetings were held as auses and transit. Using technicalstations rather than on the specificprogram and eliciting feedback onresult of community board request.siting criteria, the informationplacement of any particular station.where bike share stations shouldDOT worked with the NYC Housinggarnered from the public and the GISThe planning process for Citi Bikebe placed, both generally in theAuthority and resident advisorsdemand model, DOT narrowed almostsought and received heavy inputNew York City streetscape, andto help site stations near housing3,000 potential station locations infrom citizens from its inception.specifically on particular blocks andcampuses. It also developed twothe initial program area to just 331,Beginning in September of 2011,streets. Community members anddiscounted annual membershipwhich were presented back to theimmediately following the program’participating community groups hadprograms for low income Newcommunity boards and stakeholdersannouncement, nearly 400 meetingsthe opportunity to ask questions andYorkers. NYC Housing Authority andas draft plans for additional roundsand events were held with communityvoice support for, or opposition tomembers of participating Communityof feedback. DOT has worked closelyboards, elected officials, civic groupsspecific potential Citi Bike stationDevelopment Credit Unions canwith all stakeholders though Citi Bikeand property owners to describe thelocations. DOT launched a virtualreceive 40% discounts on annuallaunch as well as post–launch. In totalprogram, discuss station siting andplanning tool to open another avenuememberships.43% of the stations initially proposeddemonstrate how the system wouldinto Citi Bike station planning. TheAfter the meetings, workshopsin DOT’s draft plan were moved due towork. NYCDOT staff conductednyc.gov/bikeshare web portal withand demonstrations were completed,additional community feedback andtwenty–one field demonstrations ofits interactive “suggest–a–station”NYCDOT undertook the task ofrequests.96Chapter 7: Streets for All: Improving Choices for Short Trips

MOBILITY86%increase in wintercycling since 2008BETTER DATA ON CYCLINGNYCDOT has greatly improveddata collection and analysis tomore accurately track the growthin cycling.DOT conducts regular bicyclecounts on all roadways crossing50th Street in Manhattan, plusthe Hudson River Greenways, theStaten Island Ferry at Whitehall,and the Queensboro, Williamsburg,Manhattan and Brooklyn Bridges.The counts began in 1980 andhave been conducted annuallysince 1984.In 2007, DOT added two cyclingcounts to track cycling ridershipthree times a year, in May, Augustand September. It also startedtracking cycling over an 18–hourperiod (6 am–midnight) duringthese counts. Traditionally, countswere only done for the 12 hourperiod from 7am to 7pm.DOT also began countingcyclists in winter months in 2008.Off–season cycling has seensignificant growth—indicating thatmore and more New Yorkers arecycling year round as part of theirtransportation routine.Individual counts have alsostarted to track results of specificprojects. These numbers showthat new bike paths result in morecycling.The new tracking methodsallow DOT to produce the agency’sIn–Season Cycling Indicator andthe Cycling in the City reportwhich explains the growth incycling with simple charts andvisuals. The updated numbers alsoprovide more accurate data forregional transportation planningdocuments.As of late 2013, DOT’s bikecounting methods are again underrevision to account for the launchof CitiBike and the millions ofnew cycling trips the system hasadded to NYC bike lanes, pathwaysand streets.Sustainable Streets: 2013 and Beyond97

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MOBILITYNYCDOT has found walking rates inNew York City are on the rise—10% ofNew York City residents walk to workWALKINGStreets that welcome people and encourage walking are a crucialelement of a sustainable city. Streets made for people are inviting,safe, and easy to navigate. NYCDOT has used treatments outlined inthe Safety and World Class Streets sections of this book, includingtraffic calming, intersection engineering, signal timing, publicplazas and street seating as part of a comprehensive effort to makestreets inviting and attractive for walking. Additionally, NYC hasdeveloped a number of key projects designed to foster easier walkingconnections, and to provide information to New Yorkers and visitorsalike that many trips within the City can be easily and perhaps mostconveniently and quickly accomplished on foot.NYCDOT has found walking rates in New York City are on the rise.10% of New York City residents walk to work (2005–2007), someof the highest rates in the country (The Green Dividend, NYCDOT,April 2010). The city’s pedestrian volume index (see box, next page)tracks walking rates at locations throughout the city and tracks a12.9% increase in walking since 2007. The growth in public transitusage highlighted earlier in this chapter also points to more walkingin the city—nearly all subway or bus riders start or end their tripsby walking.More walking is walking is good for health, mobility and theeconomic bottom line. Research in the United Kingdom has found adirect relationship between the way in which people travel aroundcity centers and the amount of money they spend. The weeklyexpenditure of consumers who walk was 42% higher than thosewho drive. (Economic Value of Livability, Todd Littman, VictoriaTransport Policy Institute, 2010). Real estate in areas with aboveaverage levels of walkability command a premium between $4,000and $34,000 over houses in areas with average levels of walkability.(Walking the Walk: How Walkability Raises Home Values in US Cities,CEOs for Cities, 2009).NYCDOT research also confirms that improvements in the walkingand public space environment are good for business. The expandedpublic and pedestrian space near Union Square resulted in 49%fewer commercial vacancies (compared to 5% more borough–wide).Pedestrian plazas and walkability improvements in Pearl Street inBrooklyn resulted in a 172% increase in retail sales at locally–basedbusinesses, compared to 18% borough–wide.With these numbers in mind, NYCDOT has created innovativeprojects to encourage walking and build a safer, easier to navigatewalking network.Sustainable Streets: 2013 and Beyond99

MOBILITYWALKNYC WAYFINDING SYSTEM FAMILY OF ELEMENTSPEDESTRIAN WAYFINDINGCITIBIKESTATIONSSBS STATIONS AND BUSTRANSFER HUBSLOCAL BUSSTOPSSUBWAY STATIONNEIGHBORHOOD MAPSPedestrian Volume IndexPedestrian and public life surveysNYCDOT’s developed a Pedestrian114 locations, including 100 on streetIn addition to the citywide counts,conducted in areas with a highVolume Index to track walking rateslocations (primarily retail corridors),NYCDOT has done a series ofconcentration of shopping and duringthroughout the city and to help the13 East River and Harlem River bridgeintercept studies to get a betterpeak shopping times on weekdayscity accommodate and encouragelocations, and the Hudson Riverunderstanding of how and why peopleand weekends. For all nine surveys,growth in walking. It also providesGreenway. After the data is collected,are traveling to commercial corridors.respondents were asked how theynecessary data for DOT projectsDOT indexes 50 of the locations toDOT staff conducted interceptgot to their destination (mode) andand programs, regional planning2007 numbers to show growth orsurveys at nine locations for varioustheir reason for making the tripdocuments, and grant applications.declines in pedestrian volumes overprojects between December 2008(purpose). The study results show theData collection began in 2007 andtime.and November 2010. While eachimportance of walking in the city, andhas been included in the Mayor’ssurvey was completed for differentunderscore how improvements toManagement Report since 2008. Thetypes of DOT projects, all the surveysthe walking network and pedestriancounts are conducted twice a year,were designed to better understandenvironment can benefit localin May and September, and taken atpeople’s behavior. The surveys werebusinesses.100Chapter 7: Streets for All: Improving Choices for Short Trips

MOBILITYWalkNYC provides user–friendly mapsincluding walking times to nearbydestinationsWAYFINDING: WHY NOT WALK?New York has provided ubiquitousdirectional signage for driversMany People are lost infor decades. However, few signsNYC, a DOT survery found:are oriented toward pedestrians,despite walking being the universal13% of locals are not familiarmode of urban travel. Pedestrianwith area in which they werewayfinding is a navigational toolsurveyedto guide residents and visitorsin planning walking routes and48% of visitors could notconnections to transit and othergive directions to a localmodes of travel.landmarkWayfinding is not simply asystem that helps tourists find27% of visitors can’t namemajor landmarks. Instead, it offersthe borough they are ina host of interconnected benefitsto the life and economy of the city.24% of visitors did not knowResearch has shown that evenhow to get to their nextresidents of New York do not knowdestinationPedestrian wayfinding, Canal Streetplaces as well as they think. Byincreasing people’s real knowledge33% of visitors did not knowwidely acclaimed. A recent reviewProspect and Crown Heights andof New York City, and providingwhich way north wasproclaimed the system a “FeatLong Island City, with the goal toinformation at key locations so thatof Design, Data and Diligence”expand to neighborhoods acrossit is available to people on the go, a[Mashable, Oct. 24 2013]. Thethe city.wayfinding system can encourageareas of the City that may be newdesign draws text and color fromThe WalkNYC maps have alsopeople to explore their city,to them. The attractive signsubiquitous NYC Subway signage,been incorporated into the Citi Bikerevealing hidden shopping streets,provide user–friendly maps andadopting a look already familiarstation design, and will be found inlocal attractions parks and walkinginformation, including walkingto users of transportation in City,additional parts of the City as theroutes.times, the location of otherand extends it. The initial roll outbike share program expands. DOT isDOT has developed “WalkNYC”,forms of transportation, buildingof wayfinding signs and maps inalso working with the Metropolitana standard wayfinding system, toaddresses, area attractions and2013 included Chinatown, theTransportation Authority (MTA) toencourage residents and visitorspublic facilities. The design of34th Street/Herald Square areadevelop a Select Bus Service (SBS)to walk more and to explorethe signs and maps has beenand Garment District in Midtown,wayfinding signage in transit stops.Sustainable Streets: 2013 and Beyond101

MOBILITY6 1/2 AVENUEDOT created a new pedestrianThe POPS that comprise 6 ½DOT analysis found up to 1,200crushed gravel and furnished withavenue in the heart of MidtownAvenue were created betweenpedestrians an hour alreadybenches in some locations, furthercalled 6 1/2 Avenue to encourage1984 and 1990 and includecrossing 51st Street alone atestablishing them as pedestrianmore New Yorkers to walk and tocommercial, hotel and residentialmidblock without the benefit ofareas. Adjacent property ownersdecongest busy avenues. The routebuildings, with public spacescrosswalks, passing from betweenwill clean the newly enlargedtakes advantage of existing plazasranging from open plazas andparked trucks and other vehicles.pedestrian areas, with theat the bases of buildings betweenatria to wide lobbies and enclosedThe new crossings shortenbusinesses maintaining planters51st and 57th Streets and 6th andcorridors.trips eliminating the need forand benches.7th Avenues, known as PrivatelyIn 2011, Manhattan’spedestrians to travel back andOwned Public Spaces (or POPS),Community Board 5 requestedforth to the main avenues toand includes the addition of newthat DOT study the possibilityreach midblock locations, withoutcrosswalks, signage, and trafficof pedestrian crosswalks to linkaffecting traffic. At each crossinginterventions.these disconnected spaces. Athe sidewalks were extended using102Chapter 7: Streets for All: Improving Choices for Short Trips

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MOBILITYChapter 8Vehicles and Parking10%improvement in traveltimes from Midtown inMotionAll of the bicycle and pedestrian improvements mentionedabove haven’t come at the expense of drivers. Trafficvolumes are down and traffic speeds are up in the Manhattancentral business district, a reflection of a growing trendtoward other forms of transportation.In fact, the economic and population growth in New YorkCity over the past decade has largely been accommodatedon the city’s transit system, not via private automobile. Whileuse of our transit system into the central business districtgrew by 11% since 2003, traffic growth has declined.There has been a 6.5% decline in traffic entering thecentral business district since 2003. This trend has evenaccelerated in recent years—in 2011, there was a 1.8%decrease in citywide weekday traffic volumes and a growthof transit use by 2.5% in 2011 and 1.8% in 2012.But that doesn’t mean roads and highways in New Yorkaren’t congested. Many key arteries, including crosstown routes, the East River and Hudson River crossings,and highways throughout the five boroughs, remainover capacity. This traffic is bad for our economy, ourenvironment, our health, and our quality of life.Sustainable Streets: 2013 and Beyond105

MOBILITYMIDTOWN IN MOTIONIn 2011, DOT implemented anidentify congestion choke pointsto alleviate congestion before itvehicles traveling at the speed limitinnovative congestion managementas they occur and remotely adjustworsens.encounter green lights as they driveprogram called Midtown in MotionMidtown traffic signal patterns toDepending on the trafficalong a corridor. The system letsto reduce congestion by adjustingclear traffic jams. The real–timesituation, traffic lights are adjustedengineers use the more effectivetraffic signals in real time. Thetraffic flow information is availableto provide a more even distributionpattern based on measured trafficsystems uses 100 microwaveto motorists and to app developersof traffic entering Midtown soconditions.sensors, 32 traffic videofor use on PDAs and smart phones.that already congested areas doPreliminary results of the firstcameras and E–ZPass readersEarlier generations of trafficnot become oversaturated, orphase of Midtown in Motion showedat 23 intersections to measuresignals could only be reliably set topriority can be given to clearinga 10% improvement in travel timestraffic volumes, congestion andpreset signal patterns based on theisolated backups resulting fromalong the avenues of the 110–record vehicle travel times in thetime of day, leaving limited ability tobreakdowns, fender–benders orblock service area, which marksapproximately 110–square blockrespond to crashes, construction,double–parked vehicles. On thea considerable improvement toarea bound by Second to Sixthand special events that causeavenues, engineers can switch moretraffic in the heart of Manhattan’sAvenues and 42nd to 57th streets.backups. Midtown in Motion allowseasily between a simultaneousCentral Business District. InThe combined data is transmittedDepartment of Transportationsignal pattern, where all the signalsSeptember 2013, DOT doubledwirelessly to the City’s Trafficengineers to conduct real–timeon the avenue turn green or redthe Midtown in Motion service areaManagement Center in Long Islandanalysis and change signal patternsat the same time, and a trafficto cover 1st to 9th Avenues fromCity, allowing engineers to quicklyat the touch of a button, helpingsignal progression, which lets42nd to 57th Streets.BROOKLYN BRIDGE RAMPSHOYT AVE RFK BRIDGEDOT widened access ramps tolanes with the FDR Drive, willThe RFK Bridge touches down intosignal timing and phasing, addedand from the Brooklyn Bridge tobe expanded from one to twothe bustling heart of Astoria withgreen elements, and created newaccommodate two traffic laneslanes, easing backups that oftenconnections to the Grand Centralpublic space in an area that seesand simplify traffic patterns.extend across the bridge. TheseParkway and local streets. Thishundreds of pedestrians a day. ThisThe project eased notoriouschanges expand capacity andcrossroads serves subway andresulted in a 51% improvement intraffic bottlenecks for many ofenhance safety and are part of aLa Guardia Airport bus passengers,travel times northbound and 26%the 120,000 vehicles that cross$508 million project to repaint theas well as locals moving to and fromsouthbound. The project reducedthe bridge daily. By 2014, threeBrooklyn Bridge and rehabilitate itsvarious neighborhood destinations.queuing, simplified traffic patternsramps, connecting the exit fromapproach ramps.DOT shortened crosswalks,and made the area safer for allthe bridge’s Manhattan–boundtweaked traffic patterns, modifiedusers.106Chapter 8: Vehicles and Parking

MOBILITYNYCDOT converted 13,000 metersto muni meters resulting in$9.1 million savings annuallyPARKINGCurbside space is a valuable commodity in New York City andNYCDOT has implemented innovative solutions to simplify andmodernize parking and increase turnover at parking spaces, makingit more likely that drivers can find spots when they want them.SIMPLIFYING PAYMENT AND THE SEARCH FOR PARKINGOnline real time parking informationand pay–by–phone technology aretwo ways DOT has used technologyto make it easier for New Yorkers topark. A pilot program in the Bronxallows motorists to pay for meteredparking via a smartphone app,the internet or by telephone for264 spaces along 18 block faces,as well as at the Department’sBelmont Municipal Parking Field.This system eases parking inNew York City and comes withno additional fees for drivers orchanges to parking rates. Thetechnology also warns motoristswhen their time is about to expirevia e–mail or text messages, andallow them to pay for additionaltime easily and quickly, up to theposted time limit.The parking availability pilot usesinnovative sensors embedded inthe roadway to produce a real–timeparking availability map viewableon the internet, smartphones andtablet devices. After reviewingthe map before starting theirtrips or working with a passenger,motorists can head directly towardblocks with available spaces,reducing the time needed to huntfor spaces and the associatedcongestion as drivers circle forparking.Pay–by–phone allows drivers to pay for parking with smartphonesSustainable Streets: 2013 and Beyond107

MOBILITYPARK SMARTNYCDOT’s PARK Smart programmakes parking easier whilereducing congestion. The first ParkSMART program in GreenwichVillage included portions of Sixthand Seventh Avenues and allmeters on streets between theseavenues. It was made permanentin 2009. The meter rate wasincreased from noon to 4 pm whendemand for parking was greatest,and not changed at all other timesthat meters are in effect.The PARK smart program hasincreased turnover at parkingspots, accommodating 20% moreparkers during peak periods.Parking space occupancydeclined from 77% to 71%on Tuesdays and from 75%to 69% on Fridays from12pm to 4pmMotorists were parking for ashorter amount of time; thefrequency of those whoparked for less than hourincreased by 12%. Thisimproves turnover andbenefits local businesses.Based on this success, additionalprograms were started in ParkSlope, Boerum Hill, Upper EastSide and Jackson Heights. Overall,the ParkSMART program hasincreased turnover at parkingspots, accommodating 20% moreparkers during peak periods.New technology lets you pay for parking with a smartphone108Chapter 8: Vehicles and Parking

MOBILITYJACKSON HEIGHTS NEIGHBORHOOD TRANSPORTATION IMPROVEMENTSJackson Heights, Queens is ainclusive approach to neighborhoodsafety, sidewalk crowding, vehicle73rd Street and 74th Streetdiverse and vibrant neighborhoodtransportation studies as guided bycongestion, parking availability,was closed to traffic to providein Northern Queens, containingPlaNYC. Local residents, businessslow bus service and a lack of publicadditional open space in this dense,historic areas, residential streetsowners and civic leaders workedopen spaces. Focused on the areainternational neighborhood. Theand a destination shopping andwith DOT to identify their mostwhere 73rd Street, 37th Road,plaza brings pedestrian–scaledining district with a considerablepressing concerns and guide theBroadway and Roosevelt Avenuelighting, new surfaces, andamount of vehicular and pedestriandevelopment of solutions. DOTconverge, the core improvementsamenities to support the plazasactivity. Local residents andcreated a range of opportunitieswere carried out in the second halfdaily activities and cultural andmerchants asked DOT to explorefor public participation,of 2011. Updated curb regulationsseasonal events.changes to help create safer, lessincluding community workshops,were introduced in spring 2012,As a result of the changes, therecongested streets and betterneighborhood walk–throughs, anoffering a better use of space forare fewer injury–causing crashes;transit access for this vibrantinnovative web portal that alloweddeliveries and customer parking.problematic traffic bottleneckscommunity.DOT staff to receive and respondFurther parking improvementshave been eliminated; buses areIn 2009, DOT started ato comments at any time, and awere implemented in 2013 with thefaster and more efficient; andcommunity driven planningCommunity Advisory Committeeintroduction of the variable–ratethe 37th Road plaza is a popularprocess, funded in part byto facilitate ongoing involvement ofPARK Smart program.gathering spot year–round, home toCongressman Joseph Crowley.key stakeholders.The project also resulted in afrequent public events and a boonThe study was a model of DOT’sThe project addressed trafficpopular plaza. 37th Road betweento adjacent businesses.Jackson Heights Diversity PlazaJackson Heights Diversity PlazaSustainable Streets: 2013 and Beyond109

MOBILITY20%decrease in peak–hourtruck traffic onresidential GrandAvenueOFF–HOUR TRUCK DELIVERY—MIDTOWNMASPETH BYPASSTruck deliveries made duringfocus more on their customersTrucks are critical to the economicelected officials, DOT assessedbusy times of day can exacerbateand that their staff was morelife of the city, especially inalternative routes that could bealready congested streets andproductive because they waitedindustrial areas like the Maspethless disruptive to residents whileincrease costs for businessesaround less for deliveries that wereIndustrial Business Zoneserving the needs of truckersand the consumers that buytied up in traffic. Carriers found(IBZ) in Queens. However, theand local businesses, and led antheir produces. DOT worked withthat their trucks could make moreIBZ is adjacent to residentialin–depth outreach program with allRensselaer Polytechnic Institutedeliveries in the same amount ofneighborhoods where heavy truckstakeholder groups.(RPI) to implement an Off–Hourtime; they saved money on fueltraffic impairs quality of life. InThe resulting plan shifts truckTruck Delivery Pilot program, whichcosts and could use a smaller fleetMaspeth, DOT redesigned streetstraffic from Grand and Flushingran from late 2009 through 2010.by balancing daytime and nighttimeand legal truck routes in Maspeth toAvenues to a preferred bypassTwenty participants agreed to shiftdeliveries, and that legal parkingdirect trucks away from residentialroute that connects to the LIEtheir delivery windows to betweenwas more readily available. Theirstreets while maintaining truckwithout passing through residential7 pm and 6 am. Receivers founddrivers reported feeling safer andaccess to important industriesMaspeth. DOT also made changesthat fewer deliveries during normalless stressed.Prior to 2011, Grand andto the street network to ensure thatbusiness hours allowed them toFlushing Avenues were designatedthe Maspeth Bypass was as directas through truck routes betweenand convenient as possible so thatthe Queens–Midtown Expressway/truckers would make the switch.Long Island Expressway (I–495)DOT reconfigured the multi–leggedand the Brooklyn line. While thisintersection of Maspeth Avenuerouting provided a connection fromand Maurice Avenue to safelyI–495 to the IBZs along Newtownaccommodate truck throughCreek, it channeled regionalmovements and turns, andtruck traffic through the heart ofconverted several streets to one–residential Maspeth. In response toway operation.requests from the community and110Chapter 8: Vehicles and Parking

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MOBILITYLooking AheadDemand is growing for the changes outlined in this chapter.Communities all over the city are clamoring for bike share, busimprovement projects, and safer and more expansive walkingroutes. A changing climate and continued population andeconomic growth will create an even greater sense of urgencyfor these projects going forward. Future leaders will haveto respond.This will challenge government to accelerate the pace ofimplementation and expand the breadth and scope of mobilityprojects. Bike share systems will need to be deployed in newneighborhoods and the blossoming bike lane network willneed to extend to all reaches of the city, including easternsections of Queens and southern Brooklyn. The secondphase of Select Bus Service projects, such as those alongWoodhaven Boulevard in Queens, through central Brooklynand across Manhattan, will need to be completed. Eventually,transportation officials will have to experiment with newstreet designs that are part of bus rapid transit in other cities,such as physically separated bus lanes and transit–only ways.A variety of treatments should also come to large state–managed highways to provide additional express bus routes.A faster pace of project implementation will require boldideas and new approaches. Expansion of programs at atime of dwindling city, state, and federal resources meansthat new revenue will be needed, and discussions aboutcongestion pricing or East River tolls are certain to be partof the conversation. In 2008, a congestion pricing plan tocharge vehicles entering the central business district wonpopular and City Council support in the New York City butdied at the hands of the State Legislature. The proposalwould have raised hundreds of millions annually for the transitsystem and bridge and road repair, resources desperatelyneeded to expand mobility options in the city. A year later,a similar proposal to toll the East River Bridges again diedat the hands of the State. The MTA’s next multi–billion dollarconstruction program provides the legislature with anopportunity to change its stance on the proposal. City leadersmay also decide to pursue other new financing ideas, such astaxing large development projects or creating broad districtswhere zoning bonuses result in transit and public realmenhancements.Additional attention to resiliency post Hurricane Sandymay bring a new perspective to revenue discussions. Thestorm was wake–up call that the region needs to protectits transportation assets, and build a stronger, moreresilient network. Such fortification will require a significantinvestment both at the city and state levels.Specific zones for the city are also ripe for courageous ideas.The pedestrian environment near Penn Station is abysmal, andis only likely to get worse as the Hudson Yards developmentincreases the number of people who frequent the area. Closureof certain streets for pedestrians or creating designatedtransit ways (along 33rd or 31st street, for example) could helpaccommodate an influx of residents and visitors.The city’s waterfront will also have to be transformedand given additional resources. The Brooklyn WaterfrontGreenway and Manhattan’s East Side greenway will need to becompleted, and planning for better use of Queens waterfrontfor bike mobility will have to begin.Technology will also provide new opportunities to enhancemobility. Paying for parking meters and tracking parking spaceavailability on smart phones, changing signals in real timein response to fluctuating traffic patterns, and automatingsignals on bus routes to speed buses are other opportunitiesthat will bring substantial benefits. Using technology andsensors to better enforce against overweight trucks andhelp keep trucks on designated routes could also producemobility gains.Sustainable Streets: 2013 Sustainable and Beyond Streets: 2013 and Beyond113

MOBILITY– Expand bike share and bike lane network to newcommunities– Improve streetscapes and prioritize the pedestrianexperiences near Penn Station and Grand Central– Build on Manhattan bike network with additional Midtownbike lanes– Use real time information to manage congestion andimprove bus speeds– Implement congestion pricing or East River Bridge tolls andconsider other financing mechanisms to fill transportationfunding shortfalls– Complete next round of Select Bus Service projectsand experiment with more ambitious street designs likephysically separated bus lanes and bus only streets– Complete Brooklyn waterfront greenway and expandthrough Queens– Allow drivers to remotely track parking availability and payfor parking using smart phones– Leverage technology and curb regulations to make off–hourdeliveries a standard practice for freight receivers114Looking Ahead

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WORLD CLASS STREETSIntroduction72%of New Yorkers supportDOT’s public plazas39acres of roadrepurposed forplazas, public seating,and traffic calmingWorld Class Streets are hallmarks of diverse, vibrantand thriving cities. The best cities in the world have bothfamous boulevards or squares, and also hundreds of localstreets, sidewalks and plazas that are treated not primarilyas thoroughfares for travel, but as places that reflect andcelebrate a city’s energy, art, and culture.In a 2008 report, urban design experts engaged byNYCDOT called New York a “city without seats,” notingthat without public seating in attractive, accessible publicspaces, it is impossible to define city streets as places.The 2007 PlaNYC report had acknowledged that New YorkCity had largely discounted its streets as public space duringthe 20th Century, allowing traditional traffic engineeringto crowd out all other considerations. PlaNYC’s vision fora thriving, attractive 21st Century called on New York to“re–imagine the public realm” and stated the ambitious goalof opening new public plazas in every community and ofensuring that all New Yorkers live within a 10 minute walk ofopen space.NYC DOT developed specific action plans to reinvent thepublic realm in both its Sustainable Streets strategic planand the more detailed World Class Streets: Remaking NewYork City’s Public Realm, published in 2008 in collaborationwith Denmark’s Gehl Architects. These strategy documentsand action plans elaborated on the problems of treatingstreets exclusively as corridors for motor vehicles, and onthe huge potential for high quality of public life inherent inNew York’s dense historic form.Left: Times Square, Cool Water Hot Island, Molly DilworthSustainable Streets: 2013 and Beyond117

WORLD CLASS STREETSWorld class streets programs were the cradle of NYCDOT’ssignature innovation during the Bloomberg Administration—changing City streets in real time. Instead of wading throughyears of planning studies and trial balloons, NYCDOT usespaint, stone blocks and planters to transform the functionand use of city streets virtually overnight. In addition tocapital construction plazas that can take 5–6 years toimplement, with its real–time approach, DOT deliveredacres of new, instantly usable public space to New Yorkers,delivering on the promise of PlaNYC in tangible, practicalways. The proof of concept for the new projects was not acomputer model, but real world performance. If some featureof a space or new traffic and parking patterns did not work, itwas not difficult to change.Attractive public space and better designed streets arenot simply aesthetic improvements. The business case forbetter streets has been clearly established and documentedin cities around the world, and indeed had been embracedby NYC business improvement districts earlier than byCity government. Streets that help create and strengthencommunities and businesses increase foot traffic, raisethe value of many locations and enable the city to groweconomically. These same effects were evident in New YorkCity as well over the past six years. New Yorkers have takennaturally to the public spaces and people–oriented streetsthat NYCDOT has created, and DOT has clearly documentedthe economic benefits of this attraction. Better streets meanbetter business.The PlaNYC update in 2012 found that 76% of NewYorkers lived within ten minutes of open space, up from70% in 2007. DOT’s efforts to repurpose street space hasbeen crucial to this progress, but there is no shortage ofwork and opportunity looking into the future. New Yorkersin every community across the five boroughs want worldclass streets. Far more applications come into the plazaconstruction program each year than can be accommodated.Enthusiasm and participation in the Weekend Walks andUrban Art programs continues to rise. Opinion surveysasking about existing plazas, like the high–profile examplesalong Broadway in Midtown Manhattan, return super–majorities in favor. New Yorkers instinctively understandcity streets as places.Above: Dumpster pools at Summer Streets, 2010Right: Park Avenue Tunnel, Voice Tunnel, Rafael Lozano–Hemmer118Introduction

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WORLD CLASS STREETSChapter 9Plazas, Public Spaceand Public SeatingIn the 20th century, city streets were designed primarilyto move motor vehicle traffic—a policy which attractedincreasing numbers of vehicles, with negative effectson the overall quality of the City’s streetscape andquality of life. But New York’s streets can accommodatemany users, not only cars. The City’s dense, activeneighborhoods already encourage walking, making theaddition of more pedestrian space a benefit to everyone.NYCDOT initiatives since 2006 have ranged fromthe temporary use of street space for public eventsto permanent reclamation of underutilized asphalt forpublic plazas. Beginning in 2008, DOT’s Summer Streetsprogram has transformed Park Avenue into a boulevarddedicated to strolling, cycling, skating and more forthree Saturday mornings in August. At the other endof the spectrum, Willoughby Plaza in DowntownBrooklyn became the first of the DOT Plaza Program’sspaces originally created with temporary materialsto be redesigned and set in stone through permanentcapital construction. Elements included extendedconcrete sidewalks, underground utility work and newtree plantings.In addition to open space, NYCDOT also respondedto PlaNYC’s call to “re–imagine the public realm” withnew public seating options. By adding seating, both inand out of plazas, DOT has encouraged New Yorkers touse sidewalks as civic space to be enjoyed. Seating hasthe added benefit of increasing foot traffic, providinga needed resource for the elderly and very young, andengendering feelings of ownership and community.NYC DOT’s plazas and new seating create vibrant,social pedestrian spaces for communities across the city.The effort is a key part of the City’s effort to ensure that allNew Yorkers live within a 10–minute walk of quality openspace. Streets make up approximately 26.6% of the City’sland area and yet, outside of New York’s excellent parks,there had been few places to sit, rest, socialize and enjoypublic life. DOT’s public space programs work to change thatthrough innovative design and partnerships.DOT and its partners create public plazas that are activelocal destinations and can serve as a gathering place forcommunity events and celebrations. New public spacesand plazas are in demand all across the city, and whereDOT has created them, they are extremely well–used. Arecent poll conducted by the New York Times revealed that72% of New Yorkers approve of the creation of pedestrianplazas throughout the city. In fact, plazas enjoy high,constant levels support across incomes, ages, races andgenders in New York (NYT poll 8/16/13). Two methods ofcreating plazas have been developed and established inNYC; a quick–moving temporary materials program and alonger–term capital construction program. Both are over–subscribed with proposals from groups around the city.Since 2007, DOT has created over 59 new public placesfrom what had been active vehicular lanes on streets,adding over 26 acres of pedestrian–space amid some ofthe busiest and most valuable real estate on Earth. Withother street treatments like pedestrian refuge islands,a total of 39 acres street space has been reclaimed. 750benches of seats have been added to the NYC streetscape.Additionally, more space in the City’s flagship parks hasbeen dedicated to pedestrians and cyclists, and WeekendWalks temporary pedestrian streets have occurred indozens of neighborhoods.Sustainable Streets: 2013 and Beyond121

WORLD CLASS STREETSPLAZA TYPESTEMPORARY MATERIALS PLAZASNYCDOT pursues two major methods for implementing new publicspaces in New York City. “Overnight” plazas created with operationalmaterials such as paint and planters are one of NYCDOT’smajor, signature innovations. They transform New York’s street byimproving pedestrian safety and increasing accessibility.While capital projects can takeyears to plan and implement,NYC DOT’s temporary plazaprogram can bring open space toneighborhoods in nearly real–time.By simply adding crushed gravel orpaint, new markings and signage,planters, tables and chairs andartwork, DOT has succeeded intransforming asphalt into space forpeople, enlivening neighborhoodsall over the city. This method is aquick and cost effective way totest the capacity of maintenancepartners, build local support andstudy real benefits and impacts,not just models, of modificationsto traffic and public use. Over time,successful temporary plazas canenter the capital project pipelineto be built out with permanentmaterials.CAPITAL PLAZASFowler Square, Fort GreeneCapital program plazas are longerterm and permanent. NYCDOT’sPublic Plaza Program solicitsapplications for new plazasto directly enter the capitalproject pipeline, for completionseveral years after a successfulapplication. Frequently, while acapital project is in development,a temporary materials versionof the plaza is implemented.Capital plazas often involve majorconstruction, including subsurfaceinfrastructure upgrades orrelocation as well as aestheticelements. Capital plazas oftenlevel out the roadbed at sidewalkgrade, better connecting public andpedestrian spaces. Uniform paversor concrete may be used acrossthe entire space, and permanentfixtures such as seating and treesare generally integral to designs.Pearl Street Triangle, PST, David Ellis122Chapter 9: Plazas, Public Space and Public Seating

WORLD CLASS STREETSDOT has created 59 new81%public plazas since 2007of people surveyedhad a positive opinionof Times Square PlazaSt Nicholas and Amsterdam AvenuesA third, ancillary type of public oropen space is often created by DOTas a result of safety improvementsto roadways. When undertakingreconfigurations of streets, DOToften adds or increases the size ofpedestrian islands or adds paintedsidewalk extensions. Where thereis room, public seating and otherstreet furniture can also be addedto these spaces.DOT partnered with theColumbus Ave BusinessImprovement District to designand improve the streetscapealong Columbus Ave. The projectincludes a new landscaped area, sixCityBenches, 26 in–ground solarpowered LED lights, a new solar–powered trash compactor, DOT’srepurposed parking meter bicycleracks, enlarged and newly plantedtree beds along the curb, andManhattan’s first next–generationbioswale. Overall, the design helpsenliven a once uninviting block andprovides some great new amenitiesfor Columbus Avenue.Columbus Ave between 75th and 76th StreetSustainable Streets: 2013 and Beyond123

WORLD CLASS STREETS750benches installedsince 2012SEATING AND THE STREET SEATS PROGRAMCity BenchA key part of bringing social and economic vibrancy to city streetsis having places for visitors and residents to sit. New public spacein New York City is popular in part because New York has longrepresented the contradiction of being a walking city with no placeto sit down. When pedestrians are unable to find public seating,they will often resort to finding alternative seating which may bedangerous or obstruct the flow of other pedestrians. Having placesto sit creates a vibrant streetscape for retailers, increases walkingand transit use, and is a welcome relief for seniors and parents withyounger kids. Through the City Bench and Street Seats programs,NYC DOT is working to remedy this problem throughout thestreetscape, not only in places where there are opportunities todevelop public plazas.The Street Seats program offers chic seasonal, outdoor publicspace and seating where sidewalk seating is not available. Duringwarm-weather months, when demand to spend time outdoors ishighest, Street Seats can temporarily replace a few parking spotsin a neighborhood providing an area for eating, reading, working,socializing, or taking a rest. Street Seats also help to beautifythe streetscape with attractive wooden platforms and topiary.Like plazas, Street Seats are requested and maintained by localbusinesses adjacent to the seating.The CityBench program is another initiative to increasethe amount of public seating on New York City’s streets. DOTis installing attractive and durable benches around the city,particularly at bus stops, retail corridors, and in areas with highconcentrations of senior citizens. As with many other innovativeDOT programs, CityBench is largely request based. Local businessor community groups can request a CityBench from the DOT.If technical criteria are met and adjacent business do not haveobjections, a bench will be installed in short order.As of 2013, we have installed over 700 benches and are ontrack to install 1,500 newly–designed City Benches across the cityby 2015.Pearl Street pop–up cafe124Chapter 9: Plazas, Public Space and Public Seating

WORLD CLASS STREETS172%increase in retail atDUMBO sales storesadjacent to plazaECONOMIC VALUE OF PUBLIC SPACEThe idea that more welcoming streets can lead to better business isnot just an aesthetic or marketing concept. Detailed studies aroundthe world show that investments in a lively and attractive realm payoff in real terms.A Transport for London study of that city’s West End found thatconsumers who walk spend more than those who drive or taketransit. That same area has had a tremendous experience withrecord sales during holiday weekends over the past few years whenOxford and Regent Streets were closed to vehicles and openedto pedestrians. These kinds of findings have been mirrored fromGlasgow to Shanghai.In New York, one real estate company [J. Liff Co.] has found thatreal estate demand and value is higher in areas where DOT hassignificantly improved the public realm by adding public space,like the Flatiron District at Broadway and 5th Avenue and theMeatpacking district on Manhattan’s West Side. Studies of thevalue of proximity of park space in New York, including recentwork by the CBRE group also confirms these types of economicbenefits. In Brooklyn’s DUMBO district, tax receipts show thatretail sales in stores adjacent to a new plaza increased 172% inthe three years after the plaza was implemented, over twice thegrowth seen in other parts of the same area [Measuring the Street,NYCDOT]. Similar findings regarding the signature public spacesthat NYCDOT created along Broadway in 2008, 2009 and 2010are detailed in the next chapter.Broadway at Union SquareSustainable Streets: 2013 and Beyond125

WORLD CLASS STREETSCOMMUNITY PARTICIPATION AND PARTNERSHIPSMarcy Plaza, Bedford Stuyvesant: Permanent plaza ribbon cutting. Artist: Ellen Harvy25th St PlazaEvery public plaza created in a former roadbed has a partner ina business improvement district, merchants association or localdevelopment corporation that has done its own calculus of thebenefits of generating more foot traffic and attracting people withpublic seating and attractive surroundings. Even for temporaryplazas, DOT must have maintenance partners.Recent DOT plazas have been created through the application–based NYC Public Plaza Program for capital construction plazas,which has become a national model for community based planning.This focuses new initiatives into places where people want them,dramatically reducing project negotiation and development times,which in turn keeps implementation in reasonable time scales.Here again, the private sector shows that it values attractiveurban space and public seating. Demand for the plazas throughthis program has been very strong, with applications outstrippingawards by 2 to 1.Through the Public Plaza Program, business improvement districtsor non–profits across the city suggest sites for plazas. Winningapplicants partner with DOT to design the plaza. Through publicworkshops, DOT and its partners draft a vision for each plazathat complements the architecture, culture, and history of thesurrounding neighborhood. DOT tailors community outreach to suitthe scope, size, complexity and magnitude of potential impactsof each project. The process is iterative, as DOT often adjustsand modifies the project based on community feedback. A plazais then built with city funds, either as a temporary plaza with DOTpaint, gravel and plantings, or as a more extensive, longer termcapital street construction project by the Department of Designand Construction. After the plaza is built, the non–profit partneris responsible for maintenance, cleaning, and the management ofplaza concessions, events and programs.126Chapter 9: Plazas, Public Space and Public Seating

WORLD CLASS STREETS“Corona Plaza …has immediately becomea magnet for people looking for asafe place to relax, eat, read, play andeven enjoy a game of dominoes”—Queens Economic Development CorporationCorona PlazaWilloughby PlazaCORONA PLAZAWILLOUGHBY PLAZACorona is located in centralsquare feet of public open space.Willoughby Plaza in Brooklyn is anpedestrian volumes on WilloughbyQueens, adjacent to FlushingThe space, now known locallyexcellent example of a temporary toStreet. DOT created a temporaryMeadows Corona Park. As oneas “La Placita” uses NYC DOT’scapital plaza construction. The siteplaza in the spring of 2006 to helpof the most ethnically diversesignature mix of crushed gravel,is located in the heart of Downtownaddress the increases in pedestriancommunities in the U.S. accordingnew seating and tables, umbrellas,Brooklyn, a bustling mixed usetraffic and provide a place forto Census data, Corona Plaza areabike racks and greenery.neighborhood in New York’s thirdvisitors and shoppers to rest. Theis a bustling commercial hub thatQueens Economic Developmentlargest business district. In 2004temporary plaza allowed DOT, localincludes the 103rd Street stationCorporation partnered with otherthe Economic Developmentbusinesses and community groupson the 7 line and Q33 bus, a publicorganizations, including theCorporation and the Departmentto experience and observe thelibrary, and a newly constructedFlushing Willets Point Coronaof City Planning drafted theimpacts of the plaza in real time.elementary school. A largeLocal Development Corporation,Downtown Revitalization PlanOnce it was clear that the changenumber of ethnic foods availableCorona Community Actionwhich recommended a series ofhad benefitted the area, DOTin and around the plaza make theNetwork and the Queens Museumzoning map text changes, newinitiated the site’s reconstruction tospace a recognized destination.to schedule seasonal activitiespublic open spaces and othercreate a permanent, capital plazaTo support these activities,and events that benefit the localactions. This set the stage forworking with Downtown BrooklynDOT closed the service road tocommunity.more intense development in thePartnership.through traffic to provide 13,000area, which in turn lead to higherSustainable Streets: 2013 and Beyond127

WORLD CLASS STREETSImprovements to Grand Army Plazadefined major new pedestrian areas,reduced crossing distances andadded crosswalks and bike lanesGRAND ARMY PLAZAGrand Army Plaza beforeDOT has worked for years withthe community groups and civicorganizations to develop a betterdesign for Brooklyn’s most iconicand busy traffic circle, Grand ArmyPlaza. The design of the circleand large traffic and pedestrianvolumes made the area extremelydangerous for pedestrians travelingto Prospect Park and the BrooklynPublic Library and discouragedvisitors to the fountain, making thearea more prone to crime.From 1999 to 2006, DOTmade modest improvements tothe traffic circle, including a largerpedestrian island and reducingauto access to Prospect Park. Butresidents still felt more neededto be done. Over the next fiveyears, a civic coalition—workingcollaboratively with governmentagencies—created a plan for thearea. DOT used the community planas a guidepost for real projects onthe street. In 2007, this includedconcrete islands to reduce crossingdistances, new crosswalks,new bike paths, beautificationelements and longer crossing timefor pedestrians. In 2011, DOTmade additional improvementsincluding a two way bike path onPlaza Street, gravel treatmentson the southern side of the plazaand additional beautification. Apedestrian wayfinding programwas added in 2013.The result of the multi–yearcommunity based planningeffort is a safer, more welcomingintersection and a model for civicand government partnership forlivable streets. Safety has improvedand the area is more accessibleand vibrant.128Chapter 9: Plazas, Public Space and Public Seating

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WORLD CLASS STREETSSUMMER STREETSWEEKEND WALKSSummer Streets is an annual celebration of New York City’s mostvaluable public space and resource—our streets. Streets canbe long–term temporarily transformed into pedestrian space, asdiscussed earlier in this chapter, and others can be modified forshort–term activities and events. This short–term modification is avaluable way to get the general public to think about streets as partof the public realm, not just for cars.On three consecutive Saturdays mornings in the summer, nearlyseven miles of NYC’s streets are opened for people to play, walk,bike, and breathe. Summer Streets provides space for healthyrecreation and encourages New Yorkers to use more sustainableforms of transportation. In 2013, more than 300,000 people tookadvantage of the open streets.The event is part bike tour, part walking tour, part art exhibition,part block party—a great time for exercise, people watching, orjust enjoying summer mornings. Summer Streets extends from theBrooklyn Bridge to Central Park, along Park Avenue and connectingstreets, allowing participants to plan a trip as long or short asthey wish. All activities at Summer Streets are free of charge, anddesigned for people of all ages and ability levels.City streets do not have to be used for the same purposes at everytime of day or week. Each year, NYCDOT partners with communitygroups to present Weekend Walks—neighborhood events on multi–block stretch of commercial streets temporarily closed to vehiclesand open to walking and other activities. These multi–day eventstake place in all five boroughs from May through October. As withmany other DOT initiatives, Weekend Walks are application basedand completely community driven.Weekend Walks highlight local culture and cultural institutionsand often feature music, arts and crafts, classes and youthprograming. They promote healthy, safe recreation and bring inpotential customers for local businesses. In 2013, the fifth seasonof Weekend Walks, NYCDOT co–hosted 272 days of weekend walksacross the five boroughs.130Chapter 9: Plazas, Public Space and Public Seating

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WORLD CLASS STREETSChapter 10BroadwayBetween 2008 and 2010, NYCDOT undertook the mostextensive revision of traffic patterns in Manhattan sincethe mid–20th Century, when the City changed most majoravenues from two–way traffic to one–way. In 2009, majorpublic plazas were added in Times and Herald Squares,and Broadway was closed to through–traffic at thoselocations. Vehicular traffic is able to serve destinationsalong Broadway, but the route is no longer a thoroughfare.As a result, DOT and the business improvement districtsthat manage streetscapes and public space in MidtownManhattan have been able to devote more room alongthe route to pedestrians, public seating, cycling andspecial events.In many respects, the changes along Broadway constitutean exceptionally visible microcosm of NYCDOT’s overallstreet improvement program, encompassing new publicspace, safety improvements, better traffic flow, a betterbalance among street users and a strengthening of thelocal economy. The transformation of Broadway, beginningin 2008 with the Broadway Boulevard and Madison Squareprojects, followed by 2009’s major initiative encompassingboth Times and Herald Squares, and extending to UnionSquare in 2010, has exhibited striking improvements inall of these dimensions. But the result of the changes thatis perhaps best known and appreciated is the creation ofsignature public spaces in the heart of New York City—themajor expansion of pedestrian plazas in Times, Herald andMadison Squares. In 2013, NYC DOT broke ground for thepermanent establishment and construction of the TimesSquare plazas. The blocks between 42nd and 44th Streetin the former roadbed of Broadway are scheduled to becompleted during the first quarter of 2014.Sustainable Streets: 2013 and Beyond133

WORLD CLASS STREETS2008 TEST CASESBROADWAY BOULEVARDBroadway’s unique diagonal coursethrough the Midtown street gridcreates the particular intersectionsand shapes that make up well–known spaces such as Madison andTimes Squares. The traffic tie–upsthat these three–way junctionsengendered also meant thatportions of Broadway saw relativelyless traffic than other Midtownavenues. That was the case in themid–2000s in between Timesand Herald Squares. In July andAugust 2008, NYCDOT applied its“overnight plaza” approach to thethen–unique setting of linear trafficlanes not needed for vehicularmovement along the seven–blockstretch of Broadway between35th to 42nd Streets. The projectfeatured a protected bicycle lanealong the western curb, defined by“floating” vehicle parking and publicseating in plazas that were definedwith rapidly–deployed planters andepoxy gravel surfaces. Vehicularlanes were reduced from four to two.The project spanned threebusiness improvement districts, the34th Street Partnership, the FashionCenter BID and the Times SquareAlliance. Each organization has takena hand in maintaining its parts ofBroadway Boulevard.Like other plaza projects, thenew public seating quickly drew aheavy base of users, which persistedinto the winter months. The projectinitially created over 22,000 feet ofnew public space. A 2013 redesignof the bicycle lane through this area,which sees even less traffic sincethe closures to traffic of Times andHerald Squares in 2009, addedeven more space to the public andpedestrian areas.134Chapter 10: Broadway

WORLD CLASS STREETS42,000square feet of newpublic space inMadison SquareThe Flatiron BID marks the inauguration ofthe Madison Square Plazas as an importantmilestone in the district’s developmentMADISON SQUARE16,000 square feet of space fromexisting crosswalks made shorterwhich to view one of the world’sand more direct. For bicyclists, themost photographed landmarks. Onnew, high–visibility bicycle lanes onBroadway between 22nd and 23rdboth Broadway and Fifth Avenuestreets, two lanes of Broadwayfilled gaps in the area’s network.adjacent to the Flatiron BuildingThe new traffic pattern alsowere made into a plaza furnishedsimplified the M2, M3 and M5with seating and tables. Severalbus routes, which no longer turnother pedestrian spaces wereoff of Fifth Avenue to pick up andcreated, enhanced or enlargeddischarge passengers.using former roadbed. PedestrianAs in other sites around Newareas are protected by 170York, the new public spacesplanters weighing 600 or 1,000filled with people even beforepounds and also 43 granite blocks.construction had finished, andAltogether, the project created overremain highly popular. In late 2008,42,000 square feet of new publicthe Flatiron Business Improvementspace.District surveyed the publicSouthbound traffic fromabout the plazas and intersectionBroadway and Fifth Avenuechanges. The basic approval ratingformerly made several splits,of respondents broke down likecrossing 23rd Street in fourthis: Like – 84%; Dislike – 7%; Nodifferent streams. The planopinion – 9%. The overwhelmingeliminates two of those streams,support found in surveys by thereducing seven combined lanesBID increased over time. ApprovalMadison Square from the Flatiron buildingcrossing 23rd Street to justin 2010 was 89.4%, and in 2012five lanes, improving safety andstood at 90.4%. The BID marks theIn August and September,of Manhattan’s most difficult–convenience for those traveling.inauguration of the Madison Square2008, NYC DOT reconfiguredto–navigate intersections forTraffic volumes were low enoughplazas in 2008 as an importantthe intersection of Broadway,pedestrians and motorists alike.to reduce Broadway to one lanemilestone in the Flatiron District’sFifth Avenue and 23rd Street,At the project’s center, awhere it crosses Fifth Avenue.development.creating major new public spacessignificant new plaza in the shapeNew north–south crosswalksand dramatically simplifying oneof the Flatiron Building offers overwere installed on 23rd Street, andSustainable Streets: 2013 and Beyond135

WORLD CLASS STREETS70% said the Times Square plazashad a positive impact onthe theatre–going experienceGREEN LIGHT FOR MIDTOWNBusinesses and BIDS had urged for years that pedestrian space beexpanded in Times and Herald Squares, and small incremental stepshad been taken in this direction.In contrast, the 2009 transformation of Times and Herald Squaresand connecting segments of Broadway, known as the Green Lightfor Midtown project, addressed the core of the Broadway corridor,and implemented the most dramatic streetscape changes ofthe Bloomberg Administration. It took advantage of Broadway’sdisruptive and diagonal path across the rectangular midtown streetgrid to simultaneously improve mobility and safety and providemuch more public and pedestrian space in the Midtown core alongthe corridors from Columbus Circle to 42nd Street and from 35thStreet to 26th Street. Most notably, it closed Broadway to vehicletraffic through both Times and Herald Squares, creating newsignature public places in the heart of New York City.The traffic complexity caused by Broadway’s diagonal path atjunctions with major avenues and cross streets caused congestionand contributed to higher crash rates compared to other Manhattanavenue intersections. By removing the Broadway leg from theseintersections, the project addressed mobility and safety issues withthe added benefit of creating world–class destinations equal toBroadway’s reputation. Removing Broadway from the traffic systemallowed for an 8% and 66% increase in green signal for 7th and6th Avenues respectively at Times and Herald Squares.Dozens of coordinated traffic changes were implemented fromColumbus Circle to Madison Square in tandem with the Times andHerald Square closures to improve safety and enhance trafficconditions. Changes ranged from roadway geometry alterationsto traffic signal timing adjustments, crosswalk shortenings andparking regulation changes.AVERAGE STATIONARY POPULATION (PERSONS OBSERVED)1201141009490807460574020170HERALD SQUARE (34–35 ST) BROADWAY BLVD (38–40 ST) TIMES SQUARE (44–45 ST)BEFOREAFTER136Chapter 10: Broadway

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WORLD CLASS STREETSPUBLIC PERCEPTIONEven before the new public plazasand Herald Square plazas becameAlliance survey in November 2009implementation of Green Lighthad been laid out in Times andinstant hits. A Quinnipiac Universityfound opinion among respondentsfor Midtown found a markedHerald Squares, the new spacespoll conducted in July 2009,was 81% favoring the Timesimprovement in perceptions offilled with people. The Timesclose on the heels of the profoundSquare pedestrian plaza, with 37%the area: In NY Times poll fromSquare Alliance set out inexpensivechanges created by Green Lightindicating a “very positive” opinion.August, 2013, 77% of Manhattanlawn furniture for a short periodfor Midtown, found that 48% ofThe survey also found that 74%residents said they supportedbefore the plaza seating could beNew Yorkers thought it was a goodof New York City residents agreedthe Bloomberg Administration’sdeployed, and it became the talk ofidea to close the major squaresthat “Times Square had improvedpedestrian plaza initiatives.the town.to vehicles and give more spacedramatically over the last year.”Whether with temporary orto pedestrians, compared to 35DOT surveys of people alongpresent–day furniture, the Timespercent who didn’t. A Times SquareBroadway before and after theCHANGING PERCEPTIONS OF BROADWAY: SURVEY RESULTS10090 92 968080626045402820160I WOULD AVOID WALKING ON THISPART OF BROADWAY IF I COULDIT IS TOO CROWDED HEREI FEEL SAFE CROSSING THESTREETS HERETHIS IS AN ATTRACTIVE PLACE% IN AGREEMENT BEFORE% IN AGREEMENT AFTER138Chapter 10: Broadway

WORLD CLASS STREETSSurveys indicated clear supportamong New Yorkers and local businessesfor changes in Times SquareKey findings of the six–month evaluation were:– The number of pedestrians in Times Square increased by 11%and in Herald Square by 6% following implementation.– 80% fewer pedestrians were walking in the street in TimesSquare following implementation Injuries to motorists andvehicle passengers in the project area declined by 63%– Pedestrian injuries were down 35%– Travel times improved by 15% on 6th Avenue and by 4% on 7thAvenue the project was implemented.Herald SquareEVALUATION– Injuries to motorists and vehicle passengers in the project areadeclined by 63%– Pedestrian injuries were down 35%The Green Light for Midtownchanges were made with an explicitpublic declaration that they werepilots, with a definite six–monthevaluation window and subsequentdecision–making about theirpermanence. In December 2009,NYCDOT reported results of theevaluation to Mayor Bloomberg.Mayor Bloomberg announced inFebruary 2010 that these resultswarranted making the Green Lightfor Midtown changes permanent.The Mayor noted the project’sdramatic safety improvements andsaid that “Surveys indicate clearsupport among New Yorkers andlocal businesses for the project,and the increased foot traffic hasbeen good for business.”– Taxi GPS data showed a greater improvement in northboundtravel speeds in West Midtown than in East Midtown—17%vs 8%—from Fall 2008 to Fall 2009. Southbound speedsdeclined by 2% in West Midtown vs. a 3% improvement inEast Midtown.Sustainable Streets: 2013 and Beyond139

WORLD CLASS STREETSAVERAGE ASKING RENT: TIMES SQUARE$2,500$2,000Implementation of the GreenLight for Midtown projectRENT PER SQUARE FOOT$1,500$1,000$500$02001FALL2002SPRING2002FALL2003SPRING2003FALL2004FALL2005FALL2006FALL2007FALL2008FALL2009FALL2010SPRING2010FALL2011SPRING2011FALL2012SPRING2012FALL2013SPRINGBROADWAY& 7 AVE: 42–47 StSEMI–ANNUAL REBNY REPORTSECONOMIC BENEFITSThe economic benefits of the42% of people surveyed said theyReal Estate Board of New Yorkarea since 2009, including Nike,plazas and more convenient andshopped in the area more frequentlyresearch shows that retail rentsDisney, Forever 21, Aeropostale,safer walking conditions weresince Green Light for Midtown hadhave nearly tripled in Times SquareAmerican Eagle and others. Inonly just beginning to be realized.been implemented. 26% of peoplesince the Fall of 2008, the greatest2011, Cushman & Wakefield for2009 surveys had shown an 84%working near Times Square said theychange for any retail area that thethe first time listed Times Squareincrease in people spending timego out for lunch more frequently,Board tracks.as one of the top ten retail locations(as opposed to hurrying through)and 70% of theater–goers said theAdditionally, a robust set of newon the planet.in Herald and Times Squares,pedestrian plazas had enhancedflagship stores has opened righteating, taking photos or reading.their experience of the district.alongside the Times Square plaza140Chapter 10: Broadway

WORLD CLASS STREETS72%surveyed in 2011said they preferredthe new configuration2010: EXTENSION TO UNION SQUARE THE RECONSTRUCTION OF TIMES SQUAREAs in other areas, capital reconstruction is following DOT’s“overnight” changes along Broadway. Working closely with theTimes Square Alliance and others, the city in 2010 hired the world–renowned Snohetta Architects to create the permanent design forthe expanded Times Square.East 17th Street and BroadwayDOT completed the transformation of Broadway’s diagonal routethrough Midtown in 2010 by extending reduction of traffic lanesfrom Madison Square to 17th Street and building out additionalpublic and pedestrian space on the north side of Union Square. TheBroadway/17th Street intersection was simplified, and crossingdistances for pedestrians shortened and made more visible.Broadway’s protected bikeway was extended south around theSquare to 14th Street. The Union Square Partnership took on publicspace maintenance and worked extensively with DOT on the plan.The project saw results similar to other Broadway segments—overall traffic speeds improved, but illegal speeding fell by 14%.Crashes causing injury fell by 24%. 74% of people surveyed in thearea in 2011 said they preferred the new configuration. In the twoyears following the project, the area saw 49% fewer commercialvacancies, compared to a 5% increase across the entire borough ofManhattan.Pavers being installed as part of Times Square reconstruction projectThe reconstruction got underway in late 2012 and is currentlylaying the new plaza surfaces on the southern–most blocks ofTimes Square. The entire reconstruction of is expected to becomplete in 2016, providing a world class public space in theCrossroads of the World.Sustainable Streets: 2013 and Beyond141

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WORLD CLASS STREETSChapter 11Design in the Public RealmWell designed and complete streets reflect an urban growthand improvement strategy not only by making streetsaccessible and safer, but also attractive places to be that areeconomically vibrant. PlaNYC called for re–conceptualizingthe city’s streets and sidewalks as public spaces that canfoster the connections that create vibrant communities.Since 2007, NYC DOT has embraced this concept of livable,modern, and attractive streets. The agency’s temporary artinstallations inspire visual interest and our award winningbus shelters, newsstands, and bicycle racks make publicspace more attractive and vibrant. New benches alongsidewalks and temporary street seating programs have madethe city not only more appealing but also more comfortable,especially for the very young and old.Left: Brooklyn Greenway, Planes Away, Almond ZigmundSustainable Streets: 2013 and Beyond143

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WORLD CLASS STREETSNYC DOT may be the only city or state DOT inthe country with an assistant commissionerand program staff for public artURBAN ARTNYCDOT may be the only city or state DOT in the country with anassistant commissioner and program staff for public art. The unitruns a variety of programs that allow NYC artists to propose use ofpublic space—street surfaces, facades, jersey barriers—as a broadcanvass for all kinds of public art.Art is integral to DOT’s goal of world class streets and theagency’s strategy for changing how people use and experience thepublic right of way in the City. DOT’s Urban Art program enlivensthe urban landscape with unexpected temporary art installationson DOT properties. Artists help to transform the landscapefrom ordinary to extraordinary with temporary, unexpectedinterventions, colorful murals, dynamic light projections, andthought–provoking sculptures. Public plazas, fences, jerseybarriers, footbridges, and sidewalks serve as canvases fortemporary art in all five boroughs.DOT’s Urban Art initiatives rely on partnerships with communityorganizations and the creativity of artists to present site–responsive artwork. DOT has presented over 100 inspiring projectssince the Urban Art program was created in October 2008. Thegoals of the unit are to create attractive corridors and activatepublic space.In street intercept surveys at DOT Urban Art installations, 83%of respondents had positive feedback, in addition, 60% expressedinterest in revisiting the artwork.Street intercept surveys at DOT Urban Art installations foundthat sculptures, murals, and lighting design and projections werethe most popular, and plazas and sidewalks were preferred sites.West Farms Square Plaza, For Closure, Gabriela SalazarLeft: Flatiron Plaza, Bird, Will Ryman4th Avenue Median, Unparallel Way, Emily WeiskopfFollowing spread:Plan Ahead, Magda Sayeg, BrooklynContainer Series, Victoria Munro, Staten IslandSustainable Streets: 2013 and Beyond145

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WORLD CLASS STREETSSTREET FURNITUREBUS SHELTERSBus shelter, ManhattanIn order to improve the aesthetic quality of the city’s streetscape,DOT has worked to unify the look and feel the city’s street furniture.This includes bus shelters, seating, bicycle parking and pedestriannavigation signs that are attractive and have a consistent scale,context and material. This coordination brings modern design tocity streets.In July 2005, after an extensive competitive bid process,DOT awarded a franchise to Cemusa, a Spanish street furniturecompany, to design, manufacture, install and maintain bus shelters,newsstands, and protected bicycle parking at no cost to the City.In exchange, the City will allow Cemusa to sell advertising space onthe structures within clearly defined limits. Cemusa partnered withGrimshaw Architects to create sleek, elegant structures made fromhigh–quality materials to withstand the rigors of New York City’ssidewalks.This award–winning family of designs guided future projects,including the design for street benches and totems and maps usedin a new pedestrian wayfinding program.Over three million riders use NewYork City local and commutersbuses every weekday. Giving thesepeople safe, comfortable placesto wait encourages transit useand is an essential element of asustainable city.The look and feel of the city’s3,300 bus shelters is not onlyimportant for the comfort of transitriders, but also the overall designand aesthetic quality of streets.DOT controls the placement ofthe shelters, and manages thefranchise agreement with a privatecompany, Cemusa, who maintainsand installs the units. The DOTworked with Cemusa, the MTAto replace every bus shelter andNEWSSTANDSNYC has a long history of sidewalknewsstands dating back morethan 100 years. They are a fixtureon New York City streets andprovide simple and efficient waysfor people to buy newspapers,drinks, and snacks. Since 2007,in an effort to bring a more modernfeel to the newsstands, DOT hasinstall an additional 200 (3,500 busshelters total).DOT worked closely withcommunity leaders to identify thebest locations for additional sheltersto ensure that new locations bestserve each community and theriding public. For the first time ever,all of the bus shelters offer seating,especially important for the elderlyand disabled. The City is alsoexploring exciting new technologieslike Bluetooth, LCD screens andreal–time bus arrival information.Shelters come in four sizes—regular,narrow, short and double—so thereis an appropriate shelter for everyneighborhood and bus route.replaced every existing newsstandat no cost to newsstand operators.Cemusa maintains the exterior ofall newsstands including regularcleaning and graffiti removal. Thenew design is sleek and modern,and in scale with other streetfurniture.148Chapter 11: Design in the Public Realm

WORLD CLASS STREETSThe design of NYC DOT’s wayfinding mapsand signs has been widely acclaimedBICYCLE PARKING AND CITIBIKEWAYFINDINGNYC’s standard bike parking structurePedestrian wayfinding, BrooklynDOT has also worked with Cemusaprogram, City Rack. Working withThe DOT’s “WalkNYC” wayfindingusing stainless steel and glassto install bicycle parking structuresCooper Hewitt Design Center andsystem also reflects a coordinatedand keeping in scale with otherthat resemble the bus sheltercycling groups, DOT launched adesign approach. The systemstreet furniture. A recent reviewand use the same high–qualitydesign competition for a new typeencourages residents and visitorsproclaimed the system a “Featmaterials. 20 have been installedof City–provided bike rack, andto walk more and to exploreof Design, Data and Diligence”with a goal of 36 citywide. Eachreceived over 200 submissionsareas of the City that may be new[Mashable, Oct. 24 2013]. Theshelter contains stainless steelfrom around the world. The winningto them. The attractive signsinitial roll out of wayfinding signsbike racks for eight bikes. The addesign is now seen throughout theprovide user–friendly maps andand maps in 2013 includedpanels are used to display thecity. Approximately 19,000 totalinformation, including walkingChinatown, the 34th Street/annual NYC Cycling Map and theCity–provided racks have beendistances, the location of otherHerald Square area and Garment“Look” Public Service Campaign.installed to date (see Mobility,forms of transportation, buildingDistrict in Midtown, Prospect andThese structures will do more thanChapter 6—Streets for All:addresses, area attractions andCrown Heights and Long Islandjust provide parking—they send aImproving Choices for Short Trips).public facilities.City, with the goal to expand tomessage that the City encouragesCitiBike stations were alsoThe design of the signs andneighborhoods across the city.cycling.designed to reflect the bicyclemaps has been widely acclaimedThese structures alsoparking, bus shelters, andcomplement DOT’s existing Citynewsstands, bringing a consistentRacks sidewalk bicycle rackdesign narration to city streets.Sustainable Streets: 2013 and Beyond149

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WORLD CLASS STREETSLooking AheadNYCDOT’s programs to foster a world–class public realmhave a strong future ahead of them. The application basis forpublic plazas, Weekend Walks, CityBench and Street Seats,as well as the maintenance partner requirement for plazas,ensure that these features or programs are only implementedwhere there is local interest and strong support. This is alsothe reason for requiring community board approval for StreetSeats installations. As this section has detailed, the applicationprocess for plazas is heavily oversubscribed, pointing to thepopularity and demand for additional public space in the City.Applications are also very strong for the Weekend Walksand CityBench programs. Additionally, the creation of theNeighborhood Plaza Partnership non–profit organization willensure that successful plaza applications can be made fromany corner of the city, providing assistance for communitiesand local organizations that may need it.The ongoing development of both “overnight” and capitalpipeline plazas has created an essentially new category withinthe City’s capital budget, that agency and elected officialsshould be mindful of. The current reconstruction of TimesSquare, for example, points toward additional capital projectsalong the length of Broadway in Midtown, particularly at Herald,Madison and Union Squares. Assembling funding and movingmajor undertakings such as these ahead requires concertedeffort and attention. It is possible that work in these areas couldcome from district benefit funds established in connectionwith major development projects, as is currently contemplatedfor the East Midtown rezoning. That initiative is also spurringa wealth of ideas for improving the public realm around GrandCentral Terminal and Park Avenue, including pedestrianizing partof Vanderbilt Avenue.A logical next step for August’s highly popular SummerStreets program is to extend it to more hours and more days.DOT’s success car–free Central Park summer pilot during2013 also points the way to permanent car–free park looproadways.Any major pedestrianization projects on the scale ofBroadway will likely be led by local business and communityinitiatives. One strong candidate is Lower Manhattan. Before2001, parts of Nassau and Fulton Street were pedestrian–only for parts of the day. These could be restored, and withincreased security concerns in the Financial District and WorldTrade Center area, the City could consider creating a widerpedestrian precinct on additional smaller streets, with freightdelivery access during specific off–peak windows. Sharedstreets—pedestrian streets with very slow vehicle access, couldcomplement or be central to such an initiative.– Expand application based programs—public plazas,Weekend Walks, CityBench and Street Seats– Continue to transform more temporary plazas into morepermanent reconstruction projects– Expand Summer Streets to more hours and more days– Pilot closure of Central and Prospect Parks to carsyear round– Expand Urban Art programSustainable Streets: 2013 Sustainable and Beyond Streets: 2013 and Beyond151

INFRASTRUCTUREInfrastructure152 New York City Department of Transportation

INFRASTRUCTUREIntroduction$6.0billion investedsince 2007 in DOTcapital projectsThe success of New York depends on its infrastructure. Safeand well maintained roads, bridges and rails allow New YorkCity’s economy and industry to thrive and its residents tohave a high quality of life. Greening the city’s infrastructureis also crucial to meet the city’s goal of reducing greenhousegas emissions from operations 30% by 2017.Since 2007, NYCDOT has invested a record resourcesinto the maintenance and upkeep of transportationinfrastructure. Despite the high visibility of public plazas andbike lanes, the majority of DOT’s resources are used for roadand bridge repair and reconstruction projects. NYC DOT isresponsible for over 6,000 miles of roadway and nearly 800bridges along with the 24/7 operation of the Staten IslandFerry. We have more than 12,000 signalized intersectionsand over 300,000 streetlights.NYC DOT has invested $6.0 billion over the past six yearsin capital projects, including $3.1 billion for bridges, over$2.1 billion in street reconstruction and repaving, $430million for lighting and traffic signals, and over $110 millionfor the Staten Island Ferry.DOT’s 2008 Strategic Plan called for maintaining andmodernizing the city’s infrastructure and ensuring it isready for the demands of this century and next. These goalsinclude making roads smooth, saving money with timelybridge upkeep, using more sustainable materials in streetsand cleaner fuels in our cars, trucks and ferries, and reducingthe size of DOT’s vehicle fleet.Sustainable Streets: 2013 and Beyond153

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INFRASTRUCTURERoosevelt Island BridgeSince 2007, DOT has made progress on all of these frontswhile making environmental stewardship a hallmark of itsoperations. Over 73% of city streets are in a state of goodrepair versus 66% in 2008, and DOT has increased the useof recycled asphalt. The number of bridges in poor conditionhas declined to record lows. DOT is implementing energyefficient street lights throughout the city with plans toupgrade all street and highway lights to LEDs by 2017. TheStaten Island Ferry is one of the greenest in the nation andfuture upgrades will bring even more environmental benefits.Sustainable Streets: 2013 and Beyond155

INFRASTRUCTUREChapter 1221st Century StreetsKeeping city streets in good condition is vital to safe andefficient travel and is an essential function of DOT. Theagency’s street infrastructure projects range from potholerepair to milling and repaving to full reconstruction of thestreet. Every year DOT lays millions of cubic yards of asphaltand repairs hundreds of thousands of potholes.PlaNYC set ambitious goals for resurfacing at least 1,000lane–miles of city streets per year. Through increasedinvestment, the city has made progress towards improvingstreet conditions. The city committed additional resources toresurfacing over the past six years, totaling over $997 millionsince 2007. The improvement in street conditions reflectsthis investment. This funding has been used to resurface over6,500 lane miles of streets. The percentage of our streetsin a state of good repair increased from 66% in fiscal year2008 to over 73% in fiscal year 2012.NYC LANE MILES RESURFACED, BY FISCAL YEARFISCAL YEAR FY 07 FY 08 FY 09 FY 10 FY 11 FY 12TOTAL 924.91 964.15 1,006.75 828.85 1,003.98 1,007.64Even devastating events haven’t stopped DOT fromcontinuing to make progress in street conditions. HurricaneSandy hit the city in October 2012, and the percentage ofstreets in good condition dropped only slightly the followingfiscal year, to 70%, despite extensive damage to the streetsystem.The harsh winter of 2010 also battered city streets,and the number of pothole complaints increased. MayorBloomberg responded with an additional $2 million allocationto DOT for pothole repair. During the first quarter of 2011,DOT crews filled 50% more potholes than the prior year—anadditional 40,000 potholes were repaired.SPENDING ON ROAD RESURFACING$200,000$180,000$160,000$140,000$120,000$100,000$80,000$60,000$40,000$20,000$0FY 04FY 05FY 06FY 07FY 08FY 09FY 10FY 11FY 12156Chapter 12: 21st Century Streets

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INFRASTRUCTUREFIRST AVENUEDOT used an innovative, thin–asphalt overlay atop the notoriouslyuneven concrete road at a fractionof the cost of a complete rebuildingto repair First Avenue. The $7million project to repair the avenuefrom 72nd to 125th provides asmooth surface for pedestrians—including 48,000 runners at theNYC marathon—and makes it saferand more accessible for 60,000daily bus, vehicle and bike riders.Select Bus Service was launchedin 2010 and the street has beenredesigned curb–to–curb in phasesfrom Houston Street, adding high–visibility bus lanes for the M15SBS, pedestrian refuge islands andparking–protectedbike paths.BEFORE: First AvenueAFTER: First Avenue158Chapter 12: 21st Century Streets

INFRASTRUCTUREEach year, New York City DOT’s recycled asphalt program saves 174,000 tonsof milled asphalt from going to landfills, reduces the amount of oil used in asphaltproduction by 840,000 barrels and eliminates 321,000 trucks tripsGREEN ASPHALTNYC DOT requires approximately one million tons of asphaltannually to keep its 6,000 miles of streets smooth. The agency is thenational leader in producing recycled asphalt in a cost effective andenvironmentally sound manner.Asphalt is a combination of hard rock and petroleum–basedasphalt cement. During resurfacing, some of pavement is removedand can be recycled to make new street surfaces. The recyclingprocess reduces the amount of new pavement manufactured, whichin turn, reduces greenhouse gas emissions and truck trips.DOT’s 2008 Strategic Plan set goals to increase the use ofreclaimed asphalt pavement (called RAP), to 50% for in–houseproduction and 25% for contractors. In–house asphalt productionaveraged 40% RAP in 2012. For vendor content, DOT averages31% recycled asphalt.The only other large American city using more than 20% recycledcontent in its paving material is Los Angeles. DOT’s recycled asphaltpavement saves us 174,000 tons of milled asphalt from landfillinga year, avoids 840,000 barrels of oil annually used to produce newasphalt cement, and eliminates 321,000 truck trips.Recycled asphalt is good for the environment and saves thecity money. In fact, DOT–produced asphalt proved so efficient atthe Hamilton Avenue plant in Brooklyn—delivering savings of $10million a year—that DOT moved to acquire a second asphalt plant atthe Harper Street asphalt plant in Queens.The acquisition of the Harper Street facility also allowed theagency to close the Hamilton Avenue plant for modernization. Aftera renovation of the Hamilton Avenue asphalt plant is complete inlate 2013, the upgraded facility will allow NYC DOT’s use of RAP toincrease to 50%.DOT is piloting the use of 100% recycled asphalt in Staten Islandalong Richmond Avenue and Jewel Ave in Queens. Initial testsshowed additional cost savings and environmental benefits.Saves enough oil to powerthe Empire State BuildingKeeps over 400 subway carsfull of asphalt out of landfillsEliminates 321,000 truck tripsSustainable Streets: 2013 and Beyond159

INFRASTRUCTURE22,000gallons of annual fuelsavings from newpaving equipmentNew paving equipment eliminates460,000 pounds of carbon dioxide and125,000 pounds of particulates a yearGREEN PAVING EQUIPMENTDOT has dramatically reducedthe environmental impact of theequipment it uses to pave thestreets. New “electric screeds”offer the City’s greatest fleet–based savings in greenhouse gasemissions and help it meet airquality goals outlined in PlaNYC.Paving machines operate withtwo basic parts—the tractor thatstores and prepares asphalt anda “screed” that trails behind to layasphalt at the correct thicknessand angle. The screeds must stayheated for proper application ofasphalt. Traditionally, DOT had useddiesel fired screeds. With a $1.14million grant from the AmericanRecovery and Reinvestment Act,DOT was able to retire these unitsearly to replace them with moremodern, electric screeds. The newelectric screeds allow better qualityand temperature control, requireless maintenance and cleaning, andalso lay out a better “mat” of asphaltduring the paving process. They arealso healthier for DOT staff sincethey remove fumes and pollutants.The change eliminates over460,000 lbs. of CO2 and 125,000lbs. of particulates per year,roughly equivalent to the emissionsproduced by 40 cars driven10,000 miles. It provides an annualfuel savings of about 22,000gallons worth about $90,000. Overthe 10–year expected life of theequipment, 3,235 metric tons ofgreenhouse gases will be reduced.Paving machine with electric screedHamilton Plant160Chapter 12: 21st Century Streets

INFRASTRUCTUREThe City has installed 5,700 bioswalessince 2011PERMEABLE PAVEMENT AND BIOSWALESIncorporating sustainable elements into streets is another way toimprove the city’s environmental performance. The New York Citysewer system is old, and during heavy rainstorms wastewater andstormwater combine and flow directly into the city’s water bodies,polluting them. The city set a goal to reduce these “combinedsewer overflow” (or CSO) events and increase the use of greeninfrastructure to 10% of impervious surface in combined sewerwatershed areas. Streets managed by DOT encompass about 28%of the land in New York City—the agency plays an important role insiting green infrastructure.Bioswales, stormwater greenstreets, and permeable pavementabsorb stormwater during rain storms and help prevent combinedsewer overflow events and street flooding. Bioswales andgreenstreets use landscaped elements that help to beautify andcalm streets. In the past few years, DOT has collaborated with DEPand other city agencies to approve over 5,700 bioswales and over200 stormwater greenstreets.DOT has also experimented with the use of permeable pavementas a more flexible alternative to bioswales, which generally requirelarge areas. Our initial screenings show that although permeablepavement has limits—streets above subways and with undergroundutilities are not good conduits, for example—it performs well in low–density areas where ponding is an issue.In the winter of 2012, DOT maintenance crews installed precastpermeable concrete slabs on the corners of Hollis Avenue & 209thStreet and Linden Boulevard & 204th Street in Queens to respondto persistent flooding conditions. After installation, stormwaternow infiltrates into the ground. Standing water is absorbed withinBioswales use planted areas to reduce drainagea matter of hours. The agency is also using permeable pavementin College Point, Queens after the award of an EPA GreenInfrastructure Grant through the New York State EnvironmentalFacilities Corporation.In 2013, local law codified DOT’s interest in exploring permeablepavement. The city is now required to study and issue a report inspring 2016 detailing its experience with permeable materials instreets and sidewalks.Sustainable Streets: 2013 and Beyond161

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INFRASTRUCTUREDOT has repaired2,196,483 potholessince 2007PROGRESS ON POTHOLESFixing potholes on New York City’s 6,000 miles of streets is a never–ending job. DOT repairs hundreds of thousands of potholes every year,and during the summer, fixes up to 4,000 potholes a day. Through astreamlined process and increased investment, the agency has madestrides in reducing the time it takes to respond to pothole complaints,helping keep streets safe and smooth for New Yorkers.OPEN POTHOLE COMPLAINTS RESPONSE TIME TO POTHOLE COMPLAINTS (DAYS)4000735006300052500200041500310002500102011 201302011 2013Sustainable Streets: 2013 and Beyond163

INFRASTRUCTUREThe Daily Pothole makes street repairwork accessible to the public atthedailypothole.tumblr.comTHE DAILY POTHOLEThe Daily Pothole tumblr pageallows New Yorkers to follow DOT’shardworking men and women asthey mill, pave, and smooth citystreets. Immediately after itslaunch in 2011, The Daily Potholewas heralded as a funny, inventiveway to show nuts and boltsinfrastructure work that keepsNew York’s transportation systemworking. Planetizen rankedThe Daily Pothole one of theTop Ten Websites of 2011 andComplex.com named it one of thebest 100 Tumblrs of all time.As of July 2013, the Tumblr had16,447 followers.Warmy the asphalt plug is the Daily Pothole’s mascotThe Daily Pothole Tumblr164Chapter 12: 21st Century Streets

INFRASTRUCTURETHE DAILY POTHOLE SUBSCRIBERS1600014000Manhattan Pothole CrewFeatured on Tumblr Storyboard12000100008000Superstorm Sandy:Site Focuses on RRM Recovery Effects6000400020000Site Featured in Tumblr SpotlightMarch–15Apr–15May–15Jun–15Jul–15Aug–15Sep–15Oct–15Nov–15Dec–15Jan–16Feb–16Mar–16Apr–16May–16Jun–16Jul–16Aug–16Sep–16Oct–16Nov–16Dec–16Jan–17Feb–17Mar–17Apr–17May–17Jun–17Jul–17Aug–17Sep–17Sustainable Streets: 2013 and Beyond165

INFRASTRUCTURESTREET DESIGN MANUALThe New York City Street Design Manual is the city’s comprehensiveresource for street design standards, guidelines, and policies. Itdraws from a wide range of resources and experience to present acoherent set of choices for street design. These comprise everythingfrom ubiquitous features, such as standard sidewalk concrete andstreet lights, to newer design elements like pedestrian safety islands,bus bulbs, and protected bicycle lanes.The Manual’s first edition, published in 2009, has been atremendous success, with rapid integration into the city’s DNA.City agencies and private developers now work from a common,comprehensive playbook. A standard reference text for DOTstaff, the Manual has been incorporated into the agency’s internaldesign–review processes and is required reading for all design andengineering consultants. The Manual is also cited in the MayorBloomberg’s Executive Order encouraging active design strategiesfor streets and buildings.The Manual is a living document. DOT updated the first editiona year after its publication, and the second edition, released in fall2013, reflects further evolving practices and aspirations. Futureeditions will continue to document the changes that come asthe city keeps turning its goals into best practices. They will alsopromote still more innovations to make our streets safer, smarter,and stronger as local economic and social assets.The following agencies participated in the developing the Manual:Departments of Design and Construction, City Planning, Parksand Recreation, and Environmental Protection, and Buildings, aswell as the Economic Development Corporation, the LandmarksPreservation Commission, the Public Design Commission, and theMayor’s Office.166Chapter 12: 21st Century Streets

INFRASTRUCTURESTREET WORKS MANUALCity streets are New York’s basic circulatory system, serving hugenumbers of daily foot, bus and auto trips, as well as facilitating themillions of large and small goods deliveries that keep our economyrunning. Our streets are also the conduits for the increasinglycomplex set of public utilities needed for daily life in the 21stCentury—water, electricity, gas, steam and telecommunications ofevery kind.At times these multiple functions conflict—nearly every NewYorker seems to have a story about a work crew digging up a freshlysurfaced city street.Though better coordination of paving and sub–surface workseems elementary, it has been elusive owing to sheer scales of bothour street system and the utility networks buried beneath them.The New York City Street Works Manual represents a majorstep in solving this problem. NYC DOT and the city’s major utilitycompanies produced new policies set forth in the Manual and aseries of agreements about data–sharing and consultation onwork on both roadways and below the street surfaces. Thesehave gone a long way to protect the public’s investment in betterstreet surfaces. New information applications are facilitating thecoordination of vast and complex work schedules across the city.In the same vein, the release of the Manual in 2012 also markedthe adoption of new, business–friendly technology improvementsin NYC DOT’s issuance of permits to contractors who need toundertake work in or under city streets. All–electronic permittingsaves time and money for the utility and construction industries,while reducing costs and saving taxpayer dollars.Sustainable Streets: 2013 and Beyond167

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INFRASTRUCTUREThe Sheridan/Hunts Point Land Use andTransportation Study recommends turningthe Sheridan Expressway into a boulevardlined with new housing, retail, and officesSHERIDAN EXPRESSWAYProposed redesign for Sheridan Expressway at West Farms Rd, BronxDOT worked with City Planning, the Economic DevelopmentCorporation, and local stakeholders to undertake the ‘Sheridan–Hunts Point Land Use and Transportation Study’ starting in 2010.After a $1.5 million federal TIGER II award from US Department ofTransportation, the agencies evaluated ways to address communityconcerns over land use, waterfront access, transportationand economic development, and take advantage of emergingopportunities for new housing and retail. The study sought waysto mitigate an over saturation of infrastructure in the Hunts Pointneighborhood of the South Bronx.The recommendations built off prior state and communitybased studies that addressed local transportation problems andproposed improved access to new parks along the Bronx River.The final recommendations were to turn the 1.25 mile highwayinto a boulevard, improve pedestrian crossings and safety, andencourage additional housing, offices and retail.The completion of the study sets the stage for thetransportation project development process, which will requireenvironmental review and preliminary design. The City will pursuea cooperative agreement to advance the project with the State,which owns the expressway.Sustainable Streets: 2013 and Beyond169

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INFRASTRUCTUREChapter 13A City of BridgesDOT has committed $3.1 billion to repairthe city’s bridges since 2007DOT has committed $3.1 billion for the city’s bridge programsince 2007 and instituted internal controls to use dollarsmore efficiently. The investment has paid off. 66 bridges,including the Brooklyn Bridge, Willis Avenue Bridge, and theramps at St. George Ferry Terminal, have been rehabilitatedor replaced creating a smoother and safer ride for motorists.Once the Brooklyn Bridge rehabilitation is complete, all thecity’s bridges will be restored to a state of good repair—a new record.DOT is responsible for 788 bridges and tunnels throughoutNew York City. Keeping these bridges safe and in a state ofgood repair is vital to safe and efficient movement of goods.Over the next ten years, the city has committed $4.3 billionto this goal. Over 70 bridges that would otherwise fall into“poor” condition are funded for reconstruction. However,funding challenges over the long–term remain (see LookingAhead section).NYC BRIDGE CONDITIONS45%40%35%30%25%20%15%10%5%0199819992000200120022003200420052006200720082009201020112012% OF BRIDGES IN POOR CONDITION % OF BRIDGES IN GOOD OR VERY GOOD CONDITIONSustainable Streets: 2013 and Beyond171

INFRASTRUCTURETo ensure the best communication with local residents about the Brooklyn Bridgereconstruction project, DOT hired a full time community liason, set up a working groupwith key stakeholders, and developed a mailing list of over 1,000 peopleEAST RIVER BRIDGESBROOKLYN BRIDGEBrooklyn Bridge Working Group:The East River Bridges are iconic, landmark symbols for NewYorkers and tourists who walk, bike and drive over them every day.Over the past few decades, over $1 billion has been invested tokeep the East River Bridges safe for the millions of people that usethe bridges annually. This investment was strengthened under theleadership of Mayor Bloomberg.Brooklyn BridgeDOT worker fixing Brooklyn BridgeMore than 120,000 vehicles,4,000 pedestrians and 3,100bicyclists cross the BrooklynBridge every day. The agencyis undertaking a $500 millionoverhaul of the bridge to keepit safe, attractive and wellmaintained for all users. Thisproject includes upgradingexisting roadway pavement,rehabilitating historic arch blocks,railings, and masonry structures,restriping and expandingcapacity at on and off ramps,and increasing the overheadclearance at the York Street archover the BQE, which is currentlylower than industry standards. Inaddition, the DOT project includesseismic retrofitting at the FranklinSquare arch over Pearl Street.On all the bridge approachstructures on both the Manhattanand Brooklyn sides, the existingdeck will be removed by lifting outsections and replacing them panelby panel with precast concrete–filled steel grid deck panels.The bridge is also being paintedto prevent steel corrosion andimprove aesthetics.The rehabilitation of the BrooklynBridge is a large infrastructureproject in a dense urban area. Tolessen the impacts of the projecton its Manhattan and Brooklynneighbors, NYC DOT employedconstruction equipment innovationssuch as smaller jackhammers, soundproofing blankets, and to the extentpossible, doing work during the day.To ensure the best communicationwith local residents, the agency hireda full time community liaison, set up aworking group with key stakeholders,and developed a mailing list of over1,000 people.172Chapter 13: A City of Bridges

INFRASTRUCTUREManhattan BridgeMANHATTAN BRIDGENearly a billion dollars has beeninvested in the Manhattan Bridgeover the past few decades forreconstruction and repair. Thelatest $149 million contract beganin January 2010 and builds on theinvestment in the historic bridge.It includes the total replacementof all 628 bridge suspenders,main cable re–wrapping,replacement and upgrade of thenecklace lighting, and installationof maintenance platforms atthe bridge towers. Previousphases of the rehabilitationhave strengthened the bridge,reconstructed the roadways, thesubway tracks, and the walkway,and developed a new bikeway onthe north side.Sustainable Streets: 2013 and Beyond173

INFRASTRUCTURE224%increase in cyclingdaily over theWilliamsburg Bridgesince 2007WILLIAMSBURG BRIDGEOngoing maintenance of theover 5,000 cyclists on weekdays.inside the anchorage houses onto deferred maintenance and theWilliamsburg Bridge builds onThe most recent $173 millionboth the Manhattan and Brooklyneffects of age and weather, andprevious reconstruction and repairproject includes rehabilitating thesides includes the constructionincreased traffic. The investmentprojects and ensures the crossingtower bearings, the truss system,of new stairs, ventilation andrehabilitated the main cables,will remain in good condition forand the steel structure of all thelighting. The project also includesreconstructed the roadways andfuture generations. The bridgebridge’s eight towers. Architecturalthe installation of an Intelligentcompletely rebuilt the walkway,is one of the busiest in the city,work includes the restoration ofTransportation System (ITS).bikeway and subway tracks.carrying over 150,000 motorists,decorative lights and the BrooklynPreviously, over $500 millionnearly 100,000 transit riders, andgranite stone monument. Workwas spent to fix deterioration dueED KOCH QUEENSBORO BRIDGEThe Ed Koch Queensboro Bridgeis the busiest crossing of theEast River bridges, carrying221,920 motorists, 11,980 buspassengers and 4,342 cyclistsand 1,591 pedestrians everyday. Ongoing work to keep thebridge in good condition includesdrainage improvements on the mainbridge and Queens approach, newoverhead signs and lighting, andcleaning and repairing the bridgestructure.The current projects build onthe $300 million invested in recentdecades to reconstruct rampsand roadways and rehabilitate thebridge bearings.Ed Koch Queensboro Bridge174Chapter 13: A City of Bridges

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INFRASTRUCTURE$14.3million in federal stimulusfunding for the WardsIsland pedestrian bridgeHARLEM RIVER BRIDGESWARDS ISLAND BRIDGEIn early 2012, NYCDOT completeda $1.5 million rehabilitation of theWards Island pedestrian bridgeincluding bridge deck renovations,a new electrical system, and betterlighting and security. The projectwas funded by the AmericanInvestment and Reinvestment andRecovery Act and allowed a betterexperience for pedestrians usingthe bridge to travel between East103rd Street in Manhattan andWards Island.Willis Avenue Bridge Under Wards Island BridgeTHIRD AVENUE BRIDGEDOT completely replaced theThird Avenue Bridge in 2004,part of a $118 million project toimprove mobility for traffic betweenManhattan and the Bronx. The newbridge span was the first one to befloated into New York Harbor afterbeing constructed in Alabama.3rd Avenue Bridge176Chapter 13: A City of Bridges

INFRASTRUCTUREWILLIS AVENUE BRIDGE145TH STREET BRIDGEIn 2011, NYCDOT completelyreplaced the Willis Ave Bridge,which connects East 124th Streetin Manhattan to Willis Avenuein the Bronx, as part of a $612project. The 350 foot swing spanof the new bridge, which opens ona pivot to let marine traffic pass,was constructed in Coeymans,New York, and travelled by barge toits Harlem River home. The span’s135–nautical mile journey downthe Hudson River, through NewYork Bay, and up the East Riverincluded passage underneath14 bridges.The new bridge features adirect connection from the FDRto the northbound Major DeeganExpressway in the Bronx. It haswider lanes than the old bridge,and a combined pedestrian/bicycle pathway along its northside. The project is ongoing, asDOT completes reconstructionwork on surrounding ramps andapproaches.Willis Avenue BridgeAs part of $70 million project,the bridge was entirely closedto traffic in November 2006and the center swing span wasremoved. In February 2007,when the preparatory work wascomplete, the new 145th StreetBridge was floated up the HarlemRiver to its final destination. Thereconstructed bridge includes anew swing span, new machineryand electrical system, a newapproach roadway and spans,railing, fencing, lighting, andsignals. A new Operator’s Househas been centered and installed.145th Street BridgeSustainable Streets: 2013 and Beyond177

INFRASTRUCTUREDOT’s reconstruction project on sevenBelt Parkway Bridges will improve safetyand reliability for 150,000 drivers a dayBELT PARKWAY BRIDGESThe New York City Department of Transportation began thereconstruction of seven bridges and over the Belt Parkway in 2009.In total, the projects will cost nearly a billion dollars and improvesafety and reliability for 150,000 drivers who use the Belt everyday. The Fresh Creek Basin, Rockaway Parkway, Paerdegat Basin,Gerritsen Inlet, Mill Basin, Nostrand Avenue and the Bay RidgeAvenue Bridges are all original structures built starting in 1939. In2009, a construction contract began for three—the Belt Parkwayover Fresh Creek Basin, Rockaway Parkway, and Paerdegat Basin.Additionally, in order to mitigate wetland impacts, an offsite projectat Floyd Bennett Field within the Gateway National RecreationalArea (GNRA) was started in March 2011.Reconstruction of these bridges will improve safety and visibility.Lanes and the bike path will be wider, safety shoulders and medianbarriers will be constructed, and the roadways will be realignedto improve sight distances. NYCDOT anticipates that theseimprovements will reduce the current accident rate on this sectionof the Belt Parkway and improve highway drainage.New Paerdegat Basin Bridge in Canarsie.One of seven bridge projects along the Belt Parkway.178Chapter 13: A City of Bridges

INFRASTRUCTUREWidespread use of sophisticated sensorshelps enforce against overweight trucksand protects bridges facilitiesWIRING BRIDGES TO IMPROVE UPKEEPMonitoring the dynamic behavior of the Brooklyn BridgeDOT has used technology to more efficiently detect problems onour bridges. GPS, laser scanning, ultrasonic testing, and fiber opticshave all been used on the East River Bridges in order to track tinymovements of the bridge structures resulting from vehicles, weather,river activity and seismic movements. The data has allowed DOTto more effectively monitor and maintain our bridges. For example,measurements from these scans confirmed that the torsion in themiddle of the Manhattan Bridge declined.DOT is also using weigh in motion sensors on the AlexanderHamilton Bridge to collect data about the impact of overweighttrucks on bridge conditions. As truck weight increases, damageto bridge structures accelerates exponentially, stressing bridgeroadways and structures, so better data about and enforcementagainst overweight trucks is a vital component of any bridgemaintenance program.The sensors, installed in the roadbed of the bridge in 2013,weigh each truck that travels over it. Data is then transferredelectronically to DOT staff for analysis and used to developassessments of the number of overweight trucks, and theimpacts of those trucks on the bridge structure. Widespread useof the sensors has the potential to help improve enforcementagainst overweight trucks and protect city facilities from thedisproportionate damage they cause.Strain gauge monitoring of beam on the Brooklyn BridgeSustainable Streets: 2013 and Beyond179

INFRASTRUCTURE25NYC transportationprojects saved from cutsby stimulus fundingFEDERAL STIMULUS FUNDINGNew York City received $1.1 billion for transportation projects fromthe American Recovery and Reinvestment Act in 2009, including$261 million for NYC DOT. The allocation was the largest to anycity in the country and allowed the city to create or preserveapproximately 32,000 jobs. New York was able to take maximumadvantage of the opportunity because of its sophisticated projectdevelopment process and expertise in federal transportation law.Existing funding for stimulus projects allowed 25 other projects toproceed, projects that would have languished due to the economicdownturn. Examples include the reconstruction of Eastern Parkwayin Brooklyn and East Houston Street in Manhattan and constructionof the Hunts Point Greenway in the Bronx. Six NYC DOT projectsreceived direct stimulus funding.Rehabilitation of Saint George Ferry Terminal RampsAt $175 million, the project at the St George Ferry Terminal wasthe largest stimulus project in New York State. The Terminal isStaten Island’s transit hub linking 70,000 daily commuters with theStaten Island Railroad, 20 New York City Transit bus lines, 3 parkingfacilities and the Bay Street and Richmond Terrace bikeway.The project consists of the rehabilitation of 8 ramps and wascompleted using the Design Build approach, a modern method ofproject delivery in which the city enters into a single contract withone entity for both design and construction services. This permitsconstruction to begin while design continues in close coordination,enabling the construction to be completed in less than 3 years understrict cost control. Replacement of the ramps will reduce long termexpenditures for the city.Rehabilitation of the Brooklyn BridgeThis project includes rehabilitating ramps and repainting the bridgeto improve traffic conditions for 100,000 vehicles and 4,000pedestrians and 2,600 bicyclists who cross the Brooklyn Bridgeevery day.Total Project Cost: $500 millionDirect Stimulus Funding: $30 millionUpgrades to the Ward’s Island Pedestrian BridgeThe project improved pedestrian access to Ward’s Island from EastHarlem through a complete mechanical and electrical rehabilitation,including replacing the complete tower drive machinery, providinga new reinforced concrete deck, and a new drainage system. Theproject was done in tandem with a $100 million upgrade to Ward’sIsland recreational facilities, including construction of Icahn Stadiumand dozens of new ball fields. The project improved pedestrian safetyand durability and extended the useful life of the existing bridge.Total Project Cost: $14.3 millionDirect Stimulus Funding: $14.3 millionRehabilitation of 12 Roadway BridgesRehabilitation of deteriorated components of 12 bridges throughoutthe City extended their useful life by 10 years. Rehabilitationwork addressed concrete abutments, piers and columns, bearingreplacements, resurfacing steel repairs and waterproofing.Total Project Cost: $175 millionDirect Stimulus Funding: $175 millionTotal Project Cost: $9.7 millionDirect Stimulus Funding: $9.7 million180Chapter 13: A City of Bridges

INFRASTRUCTURE$261million stimulusallocation to NYC DOTfor transportationprojectsThe stimulus allocation was thelargest to any city in the countryand allowed New York City to createor preserve 32,000 jobsReplacement of Protective Coating onTwo Bruckner Expressway BridgesReplacement of the protective coating on two Bruckner ExpresswayBridges over the Bronx River. Lead–based paint was replaced witha lead–free protective coating. The new coating will protect thestructural steel from further corrosion, extending the useful life ofthe structures by 20 years.FEDERAL STIMULUS FUNDING FOR DOT PROJECTSCLAREMONT PKWYBRIDGE REHABPAULDING AVETotal Project Cost: $8.8 millionDirect Stimulus Funding: $8.8 millionW. 125TH STHUGH GRANTTRAFFIC CIRCLEPROTECTING COATING FOR TWOBRUCKNER EXPRESSWAY BRIDGESLINDEN PLACECOLLEGE POINT/32ND AVEELECTRIC SCREED- CITYWIDE USEQUEENS PLAZAHILLSIDE AVENUEEASTERN PARKWAYKINGSTON AVE.PROTECTIVE COATINGFOR 6 BELT PARKWAYBRIDGESCONEY ISLAND BOARDWALKROCKAWAY BOARDWALKPROTECTING COATING FOR11 S.1 RAILWAY BRIDGESSustainable Streets: 2013 and Beyond181

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INFRASTRUCTUREChapter 14Built–in–Efficiency:Lighting, Signage, Ferries and VehiclesSustainable Streets promised that NYCDOT wouldlead by example, and strive to become a national modelfor efficient, environmentally sound infrastructuremanagement. As detailed in the chapters above, DOT hasrisen to this challenge in its street maintenance and bridgemaintenance programs.The agency has also brought a new approach to lights,signs, fuels and its fleet. It has become a leader in theuse of energy efficient street and traffic signal lighting,saving millions of dollars in electricity costs and reducinggreenhouse gas emissions. Clean fuels for our ferries andagency fleet, along with our car sharing program, havebrought significant environmental benefits and are poisedto generate additional gains going forward.Sustainable Streets: 2013 and Beyond183

INFRASTRUCTURE$14million in annual savingsfrom conversion toLED’sLIGHTINGThe city has over 300,000 street lights and 12,000 signalizedintersections. Keeping streets bright and safe for travel and citylife require a substantial amount of electricity. Since 2007, the cityhas been converting to energy efficient models to reduce energycosts and lessen the city’s greenhouse gas emissions. Upgradingtraffic and street lights to light–emitting diodes (LEDs) will helpthe city reach its 30% energy reduction goal in city buildings andoperations by 2017, a goal outlined in PlaNYC.LED upgrades came to traffic lights at DOT’s signalizedintersections in 2009, producing an annual energy savings of81%. By the end of 2014, all of DOT’s highways and some of ourstreets will have LED lights. This will save approximately $2.2million annually in energy and maintenance costs. Additionally, FarRockaway and the Staten Island boardwalk will get LED lights aspart of the Sandy recovery program.By 2017, 250,000 streetlights will be converted, completingthe largest LED retrofit in the United States. In total, this will saveapproximately $6 million in energy and $8 million in maintenancea year for a total of $14 million. Compared to the current standardhigh–pressure sodium lights currently on streets, which last sixyears, LEDs can last up to 20 years before needing replacement,potentially producing up to an 80 percent savings on maintenance.DOT employees checking light levels on the FDR Drive as part of theagency’s LED pilot program.184Chapter 14: Built–in-Efficiency: Lighting, Signage, Ferries and Vehicles

INFRASTRUCTUREDOT has removed 50,000unnecessary and redundant signsfrom New York City streetsCLEARER AND MORE ATTRACTIVE SIGNAGENew commercial vehicles parking signs (right) replaced older signs (left).Clearly explaining the many laws, rules, and regulations to driverson the streets of New York is no easy task. The quantity and contentof NYC street signage has provided material for many late nightcomedians, and been the source of confusion for residents andtourists alike.DOT has worked diligently to reduce sign clutter and makeparking and street signs easier to understand. In 2013,Commissioner Sadik–Khan and City Council members announcednewly designed and simplified parking regulation signs in Midtown’scommercial parking areas. The initial rollout replaces 6,300parking regulation signs of varying colors, typefaces, font sizes andsometimes confusing phrasing with streamlined and standardizedtwo–color signs that are phrased and formatted for easierreadability. The simplified signs are located throughout Manhattan’spaid commercial parking areas, running generally from 60th Streetdowntown to 14th Street and from Second to Ninth Avenues, withadditional areas in the Upper East Side, Lower Manhattan and theFinancial District.The 6,300 signs that DOT will replace in Midtown and LowerManhattan include 3,300 commercial parking signs and 3,000 othersigns for nighttime and weekend parking for the general public,hotel and taxi stands, street cleaning and no standing areas. Thenew signs reduce the number of characters needed to explain therules from 250 to about 140, making the sign appear less visuallycluttered while reducing five–foot–high signs by about a foot. Thenew design also places the day of the regulation before the hours ofthe regulation, eliminating abbreviations and retaining all necessaryparking information while making it easier to read. The signs weredesigned working with Pentagram Design, which has also workedwith DOT on its safety campaigns.DOT has also reduced the number of signs on city streets.Excessive signage distracts drivers from essential control signs,such as stops signs and one–way signs, and clutters streets.Signs also lose effectiveness over time as they blend into the builtenvironment.DOT has removed over 50,000 signs that are redundant orunnecessary on NYC’s streets. These include snow route and bumpahead signs, along with signs to recycle and curb your dog. When theinitiative is complete, 60,000 signs will be removed, making streetssafer, directions clearer and reducing maintenance costs for DOT.Sustainable Streets: 2013 and Beyond185

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INFRASTRUCTURE22million riders use theStaten Island FerryannuallyOn a typical weekday theStaten Island Ferry carries70,000 passengersFERRIESTHE NEXT GENERATION OF STATEN ISLAND FERRY BOATSDOT owns and operates the Staten Island Ferry and works with otherpublic agencies and private operators to promote use of the city’swaterways for transportation. The Staten Island Ferry carries over22 million passengers annually on a 5.2–mile run between the St.George Terminal in Staten Island and the Whitehall Terminal in LowerManhattan. The Ferry runs 24 hours a day, 365 days a year. TheStaten Island Ferry is the most reliable form of mass transit, with anon–time performance of over 96 percent. On a typical weekday, fiveboats make 109 trips, carrying approximately 70,000 passengers.DOT has begun a design processfor construction of a new classof ferry boats to serve the nextgeneration of Staten Island ferryriders. The boats will replace threeBarberi boats that are at the end oftheir useful lives. A design firm wasselected in March 2013 to designthe boats. After design is complete,NYCDOT will seek resources toprocure them at an estimatedcost of $300 million for threeboats. Delivery of the first boatis scheduled for 2018. The newboats will have cycloidal propulsionsystems to allow it to quicklychange thrust and direction,improving maneuverability inchoppy water and high winds.GREENING THE STATEN ISLAND FERRYGREENING PRIVATE FerriesIn 2010, the Staten Island FerryDOT commenced a design processDOT partnered with the Newand 34 received diesel oxidationconverted to ultra–low sulfur fuel,for the conversion of our boats toYork State Energy and Researchcatalysts. One Sea Streak boat wasdelivering significant environmentalliquified natural gas which wouldDevelopment Agency and cityalso repowered using a grant frombenefits. We have experimentedessentially eliminate the emissionagencies to repower and retrofitthe United States Environmentalwith biodiesel, installed dieselof sulfur dioxide, nitrogen dioxideprivate ferries in the NY WaterwayProtection Agency. The changeoxidation catalysts on all of ourand particulate, while reducingand BillieBey fleets. As part of theresulted in fuel and emissionslarge ferries, and embarked on aCO2 discharge by 25–30% andprogram, 9 boats were repoweredsavings.partnership with the Port Authoritycosts by 35–40%. By summerto reduce emissions as an offset2014, we will have retrofittedfor its dredging projects. Theseat least one boat to run on theupgrades include installation ofliquefied natural gas, furtherafter–treatment systems on themaking the harbor cleaner andtwo small ferries and mechanicalStaten Island Ferry the greenestupgrades on the balance of the fleet.fleet in the country.Sustainable Streets: 2013 and Beyond187

INFRASTRUCTUREDOT operates eleven plug–inelectric vehicles and 15 all–electricvehicles and equipmentVEHICLE FLEETDOT has worked to reduce the size of its car fleet, and green the fuelsused in its cars, trucks, and operational machinery.CLEAN FUELSHUNTS POINT CLEAN TRUCKS PROGRAMDOT is working to reduce emissionsthrough the use of cleaner fuelsas mandated by PlaNYC and LocalLaw. In 2013, DOT bought the firstever diesel hybrid bucket truck,nine are now used on New YorkCity streets. DOT operates elevenplug–in electric vehicles (ChevyVolts) and 15 all–electric vehiclesand equipment. They include cars,forklifts, mini utility vehicles, anaerial lift, and two shop sweepers.The agency utilizes ultra–low sulfurdiesel fuel for diesel poweredvehicles (and ferries—as outlinedearlier in this chapter), and hasbegun using biodiesel fuel incertain vehicles. Biodiesel is anon–toxic, biodegradable fuelthat has less greenhouse gasemissions. Between fiscal year2012 and 2013, the agencyincreased its use of biodiesel fuelby 50% while lowering its totalfuel consumption by 15%.HUNTS POINT CLEAN TRUCK PROGRAM EMISSIONS REDUCTIONSANNUALPERCENT REDUCED (%)AMOUNT REDUCED PER YEARNO(TONS/YEAR)88.5%94.6PM2.5(TONS/YEAR)97.5%5.1HC(TONS/YEAR)86.4%6.5CO(TONS/YEAR)CO2(TONS/YEAR)80.2% 22.932 2631The Hunts Point Clean Trucks and battery electric vehicles. TheProgram is an environmental rebates are available throughinitiative led by NYCDOT toa federal grant managed bypromote sustainable transportation NYCDOT. Rebate incentives areand a cleaner environment in also available for truck scrappagethe South Bronx. The agency and the installation of exhaustworks with truck owners serving retrofit technologies. The programthe Hunts Point and Port Morris started in summer 2011 and hascommunities and offers attractive resulted in substantial pollutionrebate incentives for the purchase reduction benefits. As of summerof advanced transportation2013, there were over 200 privatetechnologies and alternative delivery vehicles in the program,fuels such as new diesel, hybrid bought with over 3.5 million inelectric, compressed natural gas, federal funds.188Chapter 14: Built-in-Efficiency: Lighting, Signage, Ferries and Vehicles

INFRASTRUCTURECAR SHARINGWorking with Zipcar, DOT launcheda car share pilot in 2010 to reducethe agency’s fleet size, help combatglobal warming, and lessen theagency’s parking footprint in LowerManhattan. During the pilot, DOTremoved 50 vehicles from its fleetand provided car sharing access to350 employees. Given the successfulpilot, DOT renewed its contract andnow is working to expand use of carsharing.Based on this success, theprogram expanded, to 420 DOTstaff with access to Zipcar in 2013.The employees used car shares forhundreds of trips a month and allowedDOT to reduce its standing car fleet.DOT’s car sharing pilot program:– Removed 25% of DOT vehicles from LowerManhattan– Reduced DOT parking impact in Lower Manhattan by14% weekdays and 68% weekends– Reduced DOT’s miles traveled by 11%Sustainable Streets: 2013 and Beyond189

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INFRASTRUCTURELooking AheadContinued progress on the infrastructure maintenance outlinedabove will require a substantial investment.The agency’s bridge reconstruction program for the next tenyears totals $4.3 billion. Over 70 bridges that would otherwisefall into “poor” condition are slated be reconstructed over thistime, including the Unionport Bridge in the Bronx and RooseveltAvenue over the Van Wyck Expressway in Queens. Analysis ofbridge conditions shows growing needs going forward, as moreof our bridges age. Maintenance costs increase as bridges getolder, so repairing bridges on time will save public funds in thelong run.The design process for three new Staten Island Ferry boats isunderway to service the next generation of Staten Island Ferryriders. Procurement of those boats will cost $300 million andrequire government resources—so far federal funding has notbeen secured.An additional $2.4 billion in city funds is programmed forstreet reconstruction and repaving, allocations that arenecessary for the safe movement of buses, trucks, cars, andbicycles. PlaNYC’s analysis showed that the City needs toresurface at least 900 lane miles per year in order to return thecity’s streets to a state of good repair, so anything less than thiswill have consequences in terms of safety, mobility and vehiclemaintenance.Sustaining these investment levels will be challenging. Theneeds above are in addition to those of the MTA, which runssubways, commuter trains and buses, and has a multi–billiondollar hole in its next capital construction program, and comeat a time of eroding federal transportation aid. As a percentageof U.S. GDP, investment in infrastructure today is half whatit was in 1960, according to the National Association ofCity Transportation Officials. The United States is investingapproximately two percent of GDP on infrastructure; Europeand China are investing approximately five percent and ninepercent. Growth in India, China, Brazil and other surgingeconomies is being fueled by investment in urban transportationsystems while the U.S. lags behind.But the region will have no option but to find revenue necessary.Ignoring vital bridge, road, and transit maintenance would havedisastrous consequences on the region’s mobility and economicvitality, as evidenced by the deterioration of the NYC subwaysystem in the 70s and 80s. Deferring maintenance will also leadto higher costs in the long run.New sources of revenue will be necessary, such as East RiverBridge tolls or a congestion charging program that levies feeson drivers coming in Manhattan’s central business district. (seeMobility Looking Ahead section).The agency will also have to find ways to preserve its currentinvestments, and reduce maintenance costs. Despite progress toprotect recently repaved streets from construction work, streetsare frequently torn up in New York or not repaired to adequatestandards after construction. The Street Works Manual attemptsto address this. Greater knowledge of and use of this documentcould help protect the city’s street and bridge investments.The agency will also have to find new and innovative ways tocommunicate with New Yorkers about the core maintenancework it undertakes. The model set by The Daily Pothole couldbe expanded to other areas, and help make a case for the newrevenue programs.Realigning transportation infrastructure to better reflect theneeds of the surrounding community could produce cost savingsand offset previously inflicted impacts of large infrastructureprojects. Turning the Sheridan Expressway in the South Bronxinto a boulevard, as proposed by the city’s Sheridan/Hunts PointLand Use and Transportation Study, would improve access to newparks along the Bronx River, greatly enhance safety, and providenew development opportunities. As vacant city land becomesscarcer, proposals to deck over other highways, like the BrooklynQueens Expressway in Williamsburg or through Cobble Hill, couldprovide new opportunities for parks and housing.Sustainable Streets: 2013 and Beyond191

INFRASTRUCTURENYC’s commitment to the use of sustainable materials willproduce environmental and economical benefits for the city,both in the short and long term. The agency is working towardsusing even higher percentage of recycled content in asphalt,warm mix asphalt technology and testing 100% recycledasphalt. The use of permeable pavement and bioswales hasgrown significantly, and may grow more once the durability ofmaterials is further tested over the long term in a variety ofstreet and sidewalk locations. The city’s conversion to energyand cost efficient LED lights, which will be fully completed by2017, means it is on track to become the first big city to have allof its street and park lights converted, producing savings over alonger period of time.In addition to the bus, ferry, and bike projects outlined inthe Mobility section, the Bloomberg Administration has alsoendorsed a number of larger scale transit expansion projectsthat are necessary for the region to grow and prosper. Theseinclude the a new Amtrak Gateway project which seeks to addintercity rail capacity to New York City and bringing MTA’sMetro–North to Penn Station. The projects have higher pricetags than new bus rapid transit or bike routes, but will be vital tothe future of the city.– Continue to improve bridge and street conditions– Better protect street and bridge repair investments andmore widely publicize the Street Works Manual– Consider new revenue streams like congestion pricing topay for infrastructure needs– Secure funding for the new generation of Staten IslandFerry boats– Realign infrastructure to better reflect the needs of thesurrounding communities, including transforming theSheridan Expressway into a boulevard with housing, retail,and offices– Expand use of recycled asphalt, permeable pavement,bioswales, and clean fuels– Complete conversion of street lights to LEDs by 2017– Expand car sharing192 New Looking York Ahead City Department of Transportation

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RESILIENCYIntroduction226,000commuters crossedthe East River usingtemporary transitservices after the stormWhen Hurricane Sandy roared into New York on October 29,2012, it drove the waters around our city right up to,and then over, our doorsteps. Forty–three people died inthe deluge and untold numbers were injured. Along theshoreline the storm surge engulfed buildings and destroyedcommunities. It flooded roads, subway stations, andelectrical facilities, paralyzing transportation networks.After the storm receded, New York was a changed city.Homes and businesses were wiped out. The transportationsystem was in disrepair. And New Yorkers felt morevulnerable to the effects of global climate change.As the city recovered, it became clear that addressingimmediate damage from the storm was not sufficient. Itwas critical that the city develop longer term strategies forfuture storms, building on lessons learned during Sandy, andredouble the effort to address climate change that beganwith PlaNYC.Starting in December 2012, Mayor Bloomberg broughttogether city agencies to develop A Stronger, More ResilientNew York, a $30 billion program to protect and strengthenthe city. The program includes almost twenty transportationinitiatives to fortify New York’s transportation network, andoutlines a strategy for rapid response to future emergencies.This chapter illustrates NYCDOT’s response to Sandy, andlists the transportation initiatives that will help protect andstrengthen the city going forward.Sustainable Streets: 2013 and Beyond195

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RESILIENCYChapter 15Impact of Sandy and theCity’s ResponseDuring Sandy, many highways, roads, railroads, and airportsflooded. At the same time, all six East River subway tunnelsconnecting Brooklyn and Manhattan were knocked out ofservice by flooding. The Steinway Tunnel that carries the7 train between Queens and Manhattan, the G train tunnelunder Newtown Creek, the Long Island Railroad and Amtraktunnels under the East River and the PATH and Amtraktunnels under the Hudson River were all effected. Majordamage occurred to the South Ferry subway station in LowerManhattan, as well as to the subway viaduct connectingHoward Beach, Broad Channel, and the Rockaways. Servicealso was disrupted on the Staten Island Ferry, the East RiverFerry, and private ferries. Exacerbating flooding was the lossof electrical power, which made it difficult to pump out tunnels,clean up damaged subway stations, and begin restoringservice. The difficulty in “dewatering” the tunnels furtherincreased the damage from Sandy, as sensitive mechanical,electrical, and electronic equipment soaked in corrosive saltwater. In addition to subway tunnels, flooding closed threevehicular tunnels into and out of Manhattan, interrupting thecommutes of 217,000 vehicles, and over 500 miles of roadssuffered significant damage.Under Mayor Bloomberg’s leadership, relief and recoveryefforts kicked in immediately. NYCDOT worked to openbridges and tunnels, repair streets and streetlights, andreopen the Staten Island Ferry. NYCDOT bridge engineersinspected, cleared and reopened the four East River bridgesby 10 a.m. the day after the storm. DOT reopened longsections of the FDR within 24 hours, restoring this vitalnorth–south link. Staten Island Ferry service resumed within72 hours of the storm thanks to over 100 DOT staff whoworked throughout the storm to protect boats and facilities.Over the course of the recovery, DOT replaced over 3,800traffic signals and over 400 street lights and removed156,949 cubic yards of debris. With assistance from ArmyCorps of Engineers and DEP, DOT reopened all City–managedtunnels, with some 15 million gallons of water pumped fromthe Battery Park Underpass alone.Although major bridges reopened as soon as windsdissipated and portions of the transportation network notdirectly flooded experienced little damage, the subway andover 500 miles of roads suffered significant damage. Thesubway system remained out of service in the days after thestorm, even as crews worked around the clock to restoreservice. This led to substantial gridlock on roads and bridgesinto Manhattan as people tried to return to work by car. Thecommuting challenges led officials to implement temporarymeasures to manage travel and congestion.These measures included restrictions on single–occupantvehicles using bridges and tunnels across the Hudson and EastRivers, increased East River ferry service, and the successful“bus bridges” —an above–ground replacement for the subwaysthat sent hundreds of buses back and forth on the bridgesbetween Brooklyn and Manhattan. These measures enabledover 226,000 commuters to cross the East River—almosttriple the number able to cross before they were in place.One week after Sandy struck, many subway lines had beenfully or partially restored, but some elements of the systemremained closed much longer, with repairs projected to takemonths and even years.Overall, Sandy caused over $19 billion in damage in NewYork City, including $800 million to infrastructure managed byDOT. Over $700 million in damages to streets, signals, bridges,and facilities, including the DOT’s headquarters in LowerManhattan, and over $30 million in damage to the StatenIsland Ferry and its facilities.Sustainable Streets: 2013 and Beyond197

RESILIENCYNYCDOT bridge engineers inspected,cleared and reopened the fourEast River bridges by 10 a.m. the dayafter Hurricane Sandy.TRANSPORTATION OUTAGES AFTER THE STORM: BRIDGES PROVED THE REGIONS MOST RESILIENTSUBWAYSBUSESLIRRMNRPATHNJT BUS AND RAILSI FERRYEAST RIVER BRIDGESBBT/CAREYQMTMTA BRIDGESHOLLAND TUNPA BRIDGESLINCOLN TUNMON 10/29TUE 10/30WED 10/31THU 11/1FRI 11/2SAT 11/3SUN 11/4MON 11/5TUE 11/6WED 11/7THUR 11/8FRI 11/9SAT 11/10SUN 11/11MON 11/19TUE 11/20198Chapter 15: Impact of Sandy and the City’s Response

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RESILIENCYDOT’S ROLE IN MAYOR BLOOMBERG’S PLAN FOR A STRONGER AND MORE RESILIENT NEW YORK5. Protect Staten Island Ferry and private ferry terminals from climatechange–related threats:Using Federal Transit Administration Emergency Relief funds NYCDOTand NYCEDC will construct improvements to floating infrastructure,loading gangways, pilings and piers at Whitehall and Saint GeorgeFerry terminals and other ferry landings. In addition, waterproofing andrelocating certain equipment will be initiated.DOT trucks removing debris in the Rockaways1. Integrate climate resiliency features into future capital projects:Using storm water management to increase resiliency, whereappropriate tools implemented will include bioswales, raising streetgrades, and bulkheads.2. Elevate traffic signals and provide backup electrical power:Over the next three years, controllers will be raised at approximately500 vulnerable intersections. In addition, power inverters will beinstalled in 500 NYPD vehicles to provide backup power should gridpower be lost.3. Protect NYCDOT tunnels in Lower Manhattan from flooding:Flood protection measure such as installing floodgates and raisingtunnel entrances and ventilation structures for the Battery Park andthe West Street Underpasses will be considered for implementation.4. Install watertight barriers to protect movable bridge machinery:NYCDOT will install watertight barriers to protect the bridges’mechanical equipment from flood damage and to ensure that the 25 ofthe City’s bridges function properly.6. Plan for temporary transit services in the event of subway systemsuspensions:NYCDOT working with transportation partners will develop andenforce temporary transportation services such a bus bridges,bus lanes and ferry service based on identifying potential threats.Increased access to LIRR and Metro–North will be investigated.7. Identify critical transportation network elements and improvetransportation responses to major events through regular resiliencyplanning exercises:NYCDOT working with transportation agencies will identify theservices and elements that need to be available during differentevents. Identifying crucial elements allows agencies to prioritizeinvestment and improve operational responses.8. Develop standard plans for implementing High–Occupancy Vehicle(HOV) requirements:In order to address potential gridlock following both manmade andnatural events when the subway system is down, NYCDOT, NYPD,NYC OEM are working together to formalize any exemptions to HOVrequirements, including under which conditions the requirementswould be implemented9. Plan for and install new pedestrian and bicycle facilities to improveconnectivity to key transportation hubs:200Chapter 15: Impact of Sandy and the City’s Response

RESILIENCYAfter Hurricane Sandy, NYC DOT removed156,949 cubic yards of debris.Bus transporting passengers to the Staten Island Ferry after the stormNYCDOT and NYPD will deploy temporary pedestrian and bikecapacity during an emergency situation and will procure andstore the materials needed. NYCDOT will work with CitiBike toexplore expansion into areas that are vulnerable to weather relatedtransportation interruptions.SIGNALS AND STREET LIGHTS REPAIRED POST–SANDYTRAFFIC SIGNALS FIXEDSTREET LIGHTS FIXEDSTATEN ISLAND3890BROOKLYN1,645 20510. Construct new ferry landings to support private ferry service:NYCEDC will work to expand the network of interim ferry landings andwill work with NYCDOT to deploy four new permanent ferry landingswhich will be designed to be mobile so in an extreme situation they canbe relocated to provide transit service where needed.QUEENSBRONXMANHATTANCITYWIDE1,33912377—727—3826 41811. Deploy the Staten Island Ferry’s Austen Class vessels on the EastRiver and during transportation disruptions:NYCDOT will develop operational plans for different scenarios in orderto supplement East River Ferry service, the Austen class vessels willbe used due to their large capacity.12. Expand the city’s Select Bus Service network and bus priority onarterial highways:Over the next five years, NYCDOT will work with the MTA to implementfour additional bus routes. An additional 12 routes will be launched andinclude 15 miles of bus priority projects on limited access highways.Sustainable Streets: 2013 and Beyond201

RESILIENCYChapter 16Restoring Mobility after the StormOn a normal day, the subway carries about 80 percent of thepeople crossing the East River into Manhattan. FollowingSandy, however, with subway service across the riverentirely shut down for a number of days, many people triedto commute by car. As a result, gridlock took over manyparts of the city including the East River crossings and majorhighways and through routes. During, this period, averagehighway speeds dropped by as much as 71 percent relativeto speeds on normal weekdays. It quickly became clear thatthe transportation network simply was not designed to handlethe spike in drivers attempting to enter the central businessdistrict south of 60th Street.Bus Bridge replaces “R” train between Brooklyn and Manhattan202Chapter 16: Restoring Mobility after the Storm

RESILIENCYIn the days following Hurricane Sandy,transportation and power outages affected8.5 million public transit riders, 4.2 milliondrivers, and 1 million air passengers.BUS BRIDGESIn the days following HurricaneSandy, transportation and poweroutages affected 8.5 million publictransit riders, 4.2 million drivers,and 1 million air passengers.In response, the NYCDOTworked with the MetropolitanTransportation Authority (MTA)and NYPD to institute a series ofmeasures to limit the number ofcars coming into Manhattan. First,cars entering Manhattan’s centralbusiness district were requiredto have three or more occupants,including those crossing the EastRiver Bridges. Second, the NYPD,NYCDOT, implemented three newtemporary, high–capacity, point–to–point bus routes (which quicklybecame known as “bus bridges”),Bus bridges connected DowntownBrooklyn and Williamsburg withMidtown Manhattan, using 300buses that the MTA diverted fromother routes. As part of this, thelower level of the Manhattan Bridgewas turned into a bus only route.Third, the East River Ferry servicepattern was modified to increasecapacity and provide faster servicealong routes with the highestdemand, taking advantage of theinfrastructure already in place andthe vessels on hand.While no bus service can match thecapacity of multiple subway trunklines, the post–Sandy bus bridgesserved much of the demand. Themorning of Friday November2nd, 74,000 people crossed theManhattan Bridge by bus, foot,bike and private vehicle—overthree times the 22,000 figure onWednesday October 31st, whenneither the bus bridge nor HOV3+rules were in effect. On a typicalweekday morning, the ManhattanBridge serves 87,000 Manhattan–bound commuters, 87% of whomare subway passengers. Thecombination of the bus bridge andHOV3+ rules, in conjunction withincreased pedestrian and biketraffic, boosted the ManhattanBridge’s non–subway capacity byover 670%.These measures accomplishedtheir desired goal, moving over226,000 commuters across theEast River—almost triple thenumber able to cross before thesemeasures were in place. The busbridge is a template in case ofsubway outages in the future.TEMPORARY BUS BRIDGES AFTER THE STORMSustainable Streets: 2013 and Beyond203

RESILIENCY72%hours after the storm,Staten Island Ferryservice resumedFlooding at South Ferry subway station after the stormNEW AND EXPANDED FERRY SERVICEGreat Kills FerryRockaway FerryFerries have played crucial roles instorm despite damage to theOne of the services was a temporaryHelping to assist thousands impactedemergencies, climate events andtimes of crisis in New York City.In a waterfront city, ferries canbe quickly deployed to evacuatepeople and can provide redundanttransportation service whenWhitehall and St George ferryterminals. After the return of serviceon 11/1, ridership on the East RiverFerry surged to 2.5 times the levelof a typical weekday morning.Other ferry services are managedferry from Great Kills, Staten Island toManhattan. It launched on November25th 2013 using Federal EmergencyManagement Agency funds and ranfor eight weeks.While the temporary serviceoffered a new transportation optionby Hurricane Sandy in the Rockaways,Mayor Bloomberg, New York CityEconomic Development Corporationand Seastreak provided a temporaryferry service between the Rockawaysand Manhattan starting on November12, 2013. Originally slated tosubways aren’t functioning andbridges and tunnels are closed. Theimportance of ferries was reinforcedafter Sandy.NYCDOT operates the StatenIsland Ferry, a crucial link betweenStaten Island and Manhattan.by the city’s Economic DevelopmentCorporation, but DOT plays animportant role in siting ferry docksand improving access to theservice. EDC and DOT implementedtemporary ferries to providetransportation services for areasfor the weeks immediately followingthe storm, ridership never reachedanticipated levels, and wanedsignificantly in its final weeks. Onaverage, only 114 riders used theservice in each direction each day, orroughly 19 passengers per boat.run through July, the service wasextended through Labor Day and thenagain until January 2014. The serviceprovided alternative transportationdue to the closure of the A train to theRockaways and R train tunnel betweenManhattan and Brooklyn. Both linesexperience damage after the storm.Thanks to the hard work of NYCDOThardest hit by the storm, includingstaff during the storm serviceservices to Great Kills and theresumed just 72 hours after theRockaways.204Chapter 16: Restoring Mobility after the Storm

RESILIENCYOn Friday November 2, the number ofpeople riding over the East River Bridgesby bike more than doubled from 3,500to 7,800.Protecting the fleetThe heroic service of DOT’s FerryDivision during Hurricane Sandyprevented damage to six ferryboatsduring the storm. As winds reachedover 80mph and a record breakingtidal surge took over New York harbor,90 ship–board crew and 60 additionalstaff on the ferry docks stopped theboats from striking the ferry slipsand each other. The ferryboat crewsadjusted mooring lines as the tiderose. Captains worked boat enginesthe entire night making sure theferries stayed in position between thepiers and did not come in contact withthe piers or the associated pilings.At one point, an Austen class boat’sstern line came lose, and the boatmade contact with the Senator JohnJ. Marchi, which was moored nearby.DOT Ferry staff placed make–shiftfenders in between the two vesselsto minimize the potential for damageas the vessels came together. Asthe storm progressed and the stormsurge escalated, water engulfed boththe Whitehall and St George FerryTerminals. DOT staff had to move tothe upper floors to stay safe.The professionalism and dedicationand long hours put in by DOT’scaptains, crews and shore staffensured that almost $200 millionworth of custom–built ferryboatswere kept safe and secure duringthe hurricane. After the storm, ferrystaff worked around the clock torepair electrical systems and removedebris to the St. George and Whitehallterminals*. Despite $30 million indamage to ferry terminals, the StatenIsland Ferry was up and running 72hours after the storm.Commissioner Sadik–Khan on first Staten Island Ferry to run 72 hours post–SandyBicyclesThe city’s substantial improvementto the bike network provided muchneeded transportation capacityin the days after the storm. On atypical weekday, 3,500 people enterManhattan by bike using one of thefour East River Bridges. On FridayNovember 2nd, the total swelled to7,800. Unfortunately, the storm diddamage CitiBike equipment that wasin storage in the Brooklyn Navy Yardprior to the program’s start.Bicycling rates swelled after the stormSustainable Streets: 2013 and Beyond205

RESILIENCYNYCDOT used Twitter, The Daily Pothole,and Facebook to communicatewith New Yorkers after the storm.USING SOCIAL MEDIA IN EMERGENCY SITUATIONSIn the days after Superstorm Sandy, NYCDOT used social media tocommunicate with the public about the recovery.The Daily Pothole tumblr, which documents NYCDOT streetmaintenance crews, was temporarily transformed into a Sandyrecovery page, documenting clean–up efforts in affected areas.DOT’s roadway repair, street lighting, and emergency response crewsfocused on clearing the streets of debris and fixing traffic signals andstop signs to help communities get moving again.The number of Daily Pothole subscribers increased by 50% afterthe storm, to nearly 15,000, as New Yorkers found the frequentupdates to contain useful information about the status of recoveryefforts. NYCDOT’s twitter and Facebook following also increasedafter the storm.The post Sandy experience with the Daily Pothole shows howgovernment and its citizenry can benefit from flexible communicationstrategies like tumblr during emergencies.NYCDOT Posted information about the Great Kills Ferry on Facebook206Chapter 16: Restoring Mobility after the Storm

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RESILIENCYLooking AheadFor years environmental experts have been projecting thepossible catastrophic effects of increasingly volatile andextreme weather conditions on New York, but it wasn’t untilHurricane Sandy hit that the region experienced the magnitudeof these impacts first hand.The storm generated a sense of urgency around long–termresiliency and sustainability. The city pledged to redoubleenvironmental efforts outlined in PlaNYC to reduce greenhousegases that contribute to climate change. It also set in motionplans, procedures, and projects to adapt infrastructure andimprove government response to future events.In the immediate aftermath of the storm, NYCDOT workedclosely with other agencies to restore basic operations andassess the extent of the damage to the City’s transportationassets. The city’s use of bus bridges, for example, provedthat transit and roadway networks can be adapted quickly toemergency situations. The experience gave transportationofficials a template for future events and helped them refinea list of objectives to keep people moving in emergencysituations. These included immediately restricting single–occupant traffic as soon as long–term subway outagesare confirmed, creating temporary bus routes to replaceinoperative links of the transit network and adding capacityon existing bus routes with disaster–induced demand spikes,and exploiting redundant capacity in modes like ferries toscale up temporary service in disconnected areas. The spikein bicycle riding after the storm also prompted NYCDOT toevaluate additional bike facilities over the East River Bridges.As vehicular tunnels and subway lines returned to servicein the weeks following the storm, New York City’s transportationnetwork started to return to normal operations. However,many streets in the most vulnerable coastal areas remainedseverely damaged by the force of the storm. Creeping corrosionnecessitated repairs long after the actual floodwaters hadsubsided. In many locations, merely restoring agency assets(roadways, bridges, ferries, traffic controls) to its pre–Sandycondition is not enough. The transportation system needs tobe made more resilient in the face of storm surge, more intenseprecipitation, warmer temperatures, and stronger winds.Through the Mayor’s Special Initiative for Rebuilding andResilience (SIRR), NYCDOT and its partner agencies identifiedinnovative ways to rebuild smarter and stronger. A Stronger,More Resilient New York outlined 18 transportation initiativescentral to the City’s resiliency goals. In many areas, thechallenge is not merely the protection of a physical asset, butensuring that transportation network has the redundancy andflexibility to handle unforeseen outages. Continued expansionof bus rapid transit, for instance, not only benefits regularcommuters, it also broadens the transit network in ways thatcan better serve demands when a subway line is out of service.The report also called for larger transit expansion projects foradded redundancy, including Amtrak’s Gateway project intoPenn Station.All of these initiatives, most especially coastal protection, willrequire ongoing collaboration among city and state agencies.And they will require sustained, long–term investment duringa time of uncertain and shrinking funding for transportationinfrastructure.Sustainable Streets: 2013 Sustainable and Beyond Streets: 2013 and Beyond209

NYCDOT PublicationsSince 2007, NYCDOT has published more material stating agencygoals, describing programs and documenting transportation trendsand project outcomes than ever before. These are some of DOT’smajor publications. They and others are available at nyc.gov/dot.210

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AcknowledgmentsThe remarkable accomplishments of the New York CityDepartment of Transportation from 2007 to 2013 were top–to–bottom efforts, involving every division of the Departmentand thousands of individuals. Thank you to all the men andwomen of the NYC DOT.NYC DEPARTMENT OF TRANSPORTATION LEADERSHIPJanette Sadik–Khan, CommissionerLori Ardito, First Deputy CommissionerTom Cocola, Staten Island Borough CommissionerPhilip Damashek, General CounselNancy Carolan, Agency Chief Contracting OfficerJames C. DeSimone, Chief Operations OfficerStaten Island FerryMargaret Forgione, Manhattan Borough CommissionerJoseph Jarrin, Deputy Commissioner Finance, Contracting,and Program ManagementDalila Hall, Queens Borough CommissionerLeon Heyward, Deputy Commissioner Sidewalksand Inspection ManagementMarlene Hochstadt, Deputy Commissioner Human Resourcesand Facilities ManagementAmy Hutner, Auditor GeneralConstance Moran, Bronx Borough CommissionerMargaret Newman, Chief of StaffJon Orcutt, Policy DirectorGalileo Orlando, Deputy Commissioner Roadway MaintenanceJoseph Palmieri, Brooklyn Borough CommissionerHenry D. Perahia, Deputy Commissioner BridgesLuis Sanchez, Lower Manhattan Borough CommissionerCordell Schachter, Chief Technology OfficerBruce Schaller, Deputy Commissioner Traffic and PlanningSeth Solomonow, Deputy Commissioner External AffairsDOT’s 2013 and Beyond report team was Carly Clarke,Robin Lester–Kenton, Stephanie Levinsky, Jon Orcutt,Kate Slevin and Rebecca ZackSpecial thanks for review and input to Trinity Abbott–Brown,Jason Accime, Hassan Adekoya, David Arcement, Eric Beaton,Josh Benson, Manzell Blakely, Ron Calixte, James Carrington,Will Carry, Emily Colasacco, Michelle Craven, Amanda Cruz,Robert Douglas, Parry Drew, James DeSimone, Ann MarieDoherty, Wendy Feuer, Kate Fillin–Yeh, Jason Fitzsimmons,Mike Flynn, Aaron Fraint, John Frost, Slava Gelfrand, ShariGlickman, Jimmy Haro, Jennifer Harris–Hernandez, StaceyHodge, Seth Hostetter, Terra Ishee, Joseph Jarrin, RamiKhashashina, Joannene Kidder, Inbar Kishoni, Teresa Luk, TomMaguire, Kate Mikuliak, David Moidel, Margaret Newman,Courtney Mulligan, Galileo Orlando, Sean Quinn, ChandrimaPal, Matt Roe, Sandra Rothbard, Rachid Roumila, RyanRusso, Bruce Schaller, Cordell Schachter, Samuel Shalom,John Speroni, Jennifer Sta. Ines, Aaron Sugiura, David Stein,Mohamad Talas, John Tipaldo, Toni Turcic, Keri Tyler, MichelleVulcan, Andrew Watanabe, Andy Wiley–Schwartz, Kim Wiley–Schwartz, Heidi Wolf and Jin Yang.Sustainable Streets: 2013 and Beyond213

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