Jim O'Grady appears in the following:
Monday, July 18, 2011
Midtown traffic jams can now be eased with the touch of a button, according to city officials who hope a battery of new traffic cameras, E-Z Pass readers and microwave motion sensors installed at 23 Manhattan intersections will help prevent congestion.
Wednesday, July 13, 2011
(New York, NY - WNYC) At one time it was hoped that the $1.4 billion expansion and reconstruction of the Fulton Street Transit Center, partly damaged in the 9/11 terrorist attacks, would be done by the tenth anniversary of that day. That won't happen. But steady progress is being made on the much-delayed project, including the scheduled opening in the next two months of a new entrance and restoration of service to a closed portion of the Cortlandt Street station next to Ground Zero.
The sprawling underground complex is Lower Manhattan's primary transit crossroads. It has long been known as a good place to connect to different subway lines--if you can figure out how to do it. The center is a multi-leveled labyrinth connecting previously private subway systems not built to be compatible. A primary thrust of the project is to detangle it.
To show how that was going, the New York Metropolitan Transportation Authority invited a WNYC reporter to don a hard hat and take an escorted look at the busy underground construction site.
It's an organized mess.
Shadowy caverns contain patches of muck and puddles that workers wearing reflective vests splash through. Cement mixers turn lazily as heavy metal blasts from a boombox.
Parts of the complex are impressive. The new Dey Street underpass will connect the center's main entrance building, which is a block south of City Hall Park, with the World Trade Center. It's a huge tunnel that the MTA says will be lined with digital screens showing train information, ads and artwork. That's a big change from what the Fulton Street station has always been: dark, cramped and crowded.
The grandest element is a fifty-foot glass tower over the main entrance that is to be topped by an oculus--a set of prisms to deflect natural light down to some of the subway platforms. The MTA seriously considered scrapping the tower in 2008 when the project went over budget. Then along came the federal stimulus and the tower was restored.
It was weirdly pleasing to stand two stories the street level on a future subway platform and look up through the steel framework of a tapered tower and see, above the high top of a construction crane, clouds scudding against blue sky.
When the center is all done and linked up with a station for the PATH Train to New Jersey under the World Trade Center--some time in 2016--visitors will be able to walk underground from the Winter Garden on the edge of the Hudson River to the William Street subway stop, about six blocks from South Street Seaport on the East River. That's about three-quarters of a mile.
Riders will have access to eleven subway lines, same as before. But the MTA says the warren of poorly lit passageways will be more open and straightforward. There should be less crowding and more space for the 300,000 people they expect to move through the Fulton Street Transit Center every weekday. That'll be a good day for downtown Manhattan, where 85 percent of all trips are made by mass transit, many of them using the center.
The project, begun in 2004, has been notorious for delays. Michael Horodniceanu, president of capital construction for the MTA, said part of the problem was the complexity of a task like building new station space under and around the 123 year-old Corbin Building, a nine-story landmark made of brick that will be incorporated into the main entrance. Horodniceanu said the Corbin Building's foundation had to be disassembled and rebuilt without using heavy machinery.
And he said management of the project was flawed at the start. The MTA looked for a company to do every part of the enormous renovation on tight deadlines. Only one company bid and, when it got the job, soon started falling behind. Horodniceanu said when he came into his position in 2008, he broke the project up into parts, set what he called "realistic" deadlines and attracted multiple bidders.
Now the project seems on track. The MTA's part of it should be done by 2014.
To see more photos in a vivid slideshow of the project, go to WNYC.
Tuesday, July 12, 2011
Monday, July 11, 2011
(New York, NY - WNYC) Grand Central Terminal's 100th birthday is eighteen months away. But The New York Transit Museum is putting the word out now that it's looking for memorabilia to mark the event.
NY Metropolitan Transportation Authority spokeswoman Marjorie Anders says the museum has many artifacts from New York's bus and subway systems but relatively few from Grand Central Terminal and its trains. That's because old lines like Conrail and Penn Central are either defunct or have been merged into Metro-North.
"The stuff that we're interested in displaying is from an era that's gone," she said. "It's from railroads that no longer exist."
Anders says the museum is seeking anything from a conductor's cap to a baggage cart. But it's especially interested in remnants from the middle of last century, when train travel was more elegant. In those days, Grand Central Terminal had rocking chairs in its ladies rooms and potted palms in its waiting areas. And passengers arriving on The 2oth Century Limited from Los Angeles stepped off the train onto a red carpet.
Anders says current and former workers who may have helped themselves to old railroad items will be forgiven--as long as they loan or donate them to the exhibit.
That includes Harry Kelly, who has worked at Grand Central for 38 years. In the 1970s and 80s, he updated arrival times on the terminal's sign boards using information sent to him from a dispatcher via telautograph machine. The dispatcher wrote with a pen that sent a signal through a telephone line and moved a pen across a sheet of paper in Kelly's office--like an early fax machine.
Then came computers to do that job. Kelly recalls that after that, a supervisor called him in and said, "Harry, do me a favor. Get rid of these old telautographs." Kelly tossed out about thirty of the devices before it hit him: "I'm not a big collector but this was something that I used for many, many years. So I held onto one."
Kelly will be loaning the salvaged machine to the exhibit.
Monday, July 11, 2011
Friday, July 08, 2011
A gleaming silver subway train streaked with early morning light ...
...to a puddle of apparently toxic scum on a platform at a Canal Street station. The two photos (including the top, winning entry, and nine other finalists, culled from 314 hopefuls) were sent in as part of a photo contest sponsored by New York City advocacy groups Straphangers Campaign and Transportation Alternatives.
One photo confirmed Susan Sontag's observation in On Photography that our image-saturated world puts us in "chronic voyeuristic relation" to others, like this tender young couple:
And with those who are ready to pose:
Then again, living in a city means coming across strangers having a personal moment in public. And sometimes that person is us. Should that moment involve some kind of danger underground, here's hoping your life-line is better equipped than this one:
The contest proved that to see weird or even lovely stuff on a commute, all you need do is look around. Then whip out a camera-phone, assuming there's room enough on platform or train to raise the arms and shoot.
The two winners each received a 30-day unlimited MetroCard, that they might spend more time in the phantasmagoria that is the city's transportation system.
Friday, July 01, 2011
(New York, NY - WNYC) The New York Metropolitan Transportation Authority and the City of New York--the two largest energy users in the Northeast--are balking at a request by the New York Power Authority for help in building an $850 million transmission cable under the Hudson River.
The transit agency, for one, doesn't think the payments are worth it.
The Power Authority asked the MTA to invest $64 million dollars to get the cable up and running. But, according to MTA documents, the agency determined it would probably never get that money back. That's because the Power Authority would have to break even on the project before reimbursing its governmental customers. And the officials even doubted the Power Authority's claim that the cable will lower the MTA's energy costs.
The MTA board tabled the matter in May. A spokesman says there are no plans to raise it again.
The Power Authority also asked New York City for an investment. But budget director Mark Page has said those talks have been at a standstill since April.
The Power Authority is a state agency that acquires energy for large governmental customers like the city, the MTA, the Port Authority of New York/New Jersey, and the New York City Housing Authority. It has asked the last two agencies to invest in the cable as well; no word on whether they've agreed.
The authority can't compel these government customers to pay out for the cable over 20 years, as it has asked of the MTA. Even so, it insists that negotiations to do just that are continuing. An authority spokesman said construction of the cable has officially begun, but would not say whether the project would be halted if the MTA and the others don't pony up the money.
The 14-mile cable, which would carry 660 megawatts from New Jersey to Midtown Manhattan, is scheduled for completion in 2013. It will be the first time the city is connected to energy sources west of the Hudson River.
Thursday, June 30, 2011
The MTA and the city of New York — the two largest energy users in the Northeast — are balking at a request by the New York Power Authority for help in building an $850 million transmission cable under the Hudson River.
Thursday, June 30, 2011
(New York, NY - WNYC) The RFK Bridge, formerly known as the Triborough, is shaped like a "Y" with a very long tail because it connects three boroughs of New York City: Manhattan, Queens and the Bronx. It opened to traffic during the Great Depression--75 years ago this month--and was the first bridge in the city designed exclusively for the automobile.
Now the old girl is feeling her age. Or for gender balance, the old boy has the engineering equivalent of rickets.
On Friday, a 15-year repair job will commence on numerous parts of the bridge: decks, ramps, roadbeds and more. Initial work on the $1 billion project will remove concrete around the Manhattan toll plaza and replace it with rubberized asphalt designed to slow water erosion and give drivers a smoother ride.
After Labor Day, the Harlem River Drive's southbound ramp onto the bridge at 125th Street will be taken down and replaced. The NY Metropolitan Transportation Authority, which operates the bridge, will erect a detour ramp until the new ramp opens at the end of the year.
The RFK Bridge carries an average of 170,000 vehicles per day. It is actually a complex of three long-span bridges, several smaller bridges, a viaduct, parks, administrative offices and 14 miles of approach roads.
Needless to say, drivers should expect lane closures, changes to traffic patterns and late night work crews laboring under lights bright enough to land an alien spaceship. (Should that occur, let Transportation Nation be the first to welcome our merciful overlords.)
Friday, June 24, 2011
The final day of free rides on the new East River Ferry is Friday.
Thursday, June 23, 2011
We'll have an updated version of this post coming soon.
Updates at the bottom for now.
(New York, NY - WNYC) UPDATE APPENDED.
Right now, the collective gaze of the New York transit world is on Albany, where an extended session of the state legislature is frantically winding down. Transit watchers are waiting to learn the fate of a piece of legislation known as the "transit funding lockbox," which advocates say would bring stability to government funding streams that keep the buses, trains and subways running in and around New York City.
The bill passed the state Senate last night and is now in the hands of the state Assembly's Ways and Means Committee. Here's an official description of it, followed by an English translation:
"Prohibits diversion of resources from dedicated funds derived from taxes and fees that support the MTA, the NYC transit authority and their subsidiaries in certain instances."
That's addressed to past, present and future governors of New York. What it's saying, roughly, is no more raiding the NY MTA's budget to plug up state shortfalls.
The authority gets a crucial part of its revenues from a percentage of business and real estate taxes. Since 2009, as the recession reduced that income, the state took away an additional $260 million from those dedicated funds. The lockbox bill is designed to prevent that. Advocates say protecting NY MTA coffers will reduce the likelihood of a repeat of last year's painful fare increases and service cuts.
No wonder Transportation Nation's inbox is filled with emails from interested parties asking questions like: "Lockbox is key today...Anything from Cuomo?" Of course, that's New York Governor Andrew Cuomo, who will have the final say on whether the bill becomes law.
And now arrives this bristling email from a worried transit advocate, which we have permission to quote anonymously:
"We’re hearing that Cuomo is blocking the lockbox bill so that he can retain the ability to steal transit funds. (This is the same Cuomo who ran for governor last year on restoring honesty and ethics to government.)"
We've placed a call to the governor's office asking for his view on the bill. Check back for updates.
UPDATE 1. Now this from an advocate with a well-placed source on the legislative side: "Lockbox: sources say it should pass the Assembly tonight!" Still no word from the governor.
UPDATE 2. Michael Whyland, press secretary to Assembly Speaker Sheldon Silver, just called to say he expects the lockbox bill will be voted on tonight and that it will have "broad support." It already has 39 sponsors.
Then he added a ginormous caveat: If "suburban Republicans" use the introduction of the bill as an occasion to launch a debate about a payroll tax that is paid by their constituents in support of the NY MTA, that could be enough to "lay aside" the bill--that is, kill it. Whyland explained that with so much other major legislation awaiting votes on what is expected to be the last day of the session, the lockbox bill could be sacrificed to clear the decks for other priorities, like the gay marriage bill.
Whyland's bottom line: if the introduction of the lockbox bill doesn't spark a gridlock-inducing debate about the NY MTA payroll tax, it'll probably pass. Then comes Cuomo.
UPDATE 3. Whyland just called to say the bill has passed in the Assembly--statement from Speaker Sheldon Silver soon to come. We've asked Governor Cuomo, again, if he'll sign it. No answer yet.
Tuesday, June 21, 2011
(New York, NY - WNYC) New York State seems primed to gain more "complete" streets in the near future. A bill requiring transportation planners to consider pedestrian and bike-friendly features when building and redesigning roads passed in the New York State Assembly last night, after previously passing in the State Senate.
The bill now goes to Governor Cuomo, who is expected to sign it into law.
So-called 'complete streets' include not just space for vehicles but elements like bike lanes, pedestrian islands, countdown crosswalk signals and expanded curbs for people waiting to board a bus. The requirement would apply to roads built with state or federal money.
Nadine Lemmon, legislative advocate for the Tri-State Transportation Campaign, is using state statistics to lobby for the Governor's signature. "New York has some of the most dangerous roads in the nation," she said. "Over the last ten years, over 3,000 pedestrians have died on our roads and our research at Tri-State shows that one of the leading causes of these deaths is faulty road design."
Some highway superintendents complained about the cost of adding bike lanes and similar features to road projects. So the bill was changed in a late negotiation to require them in the design phase, while making their implementation optional if they'd put a project over budget. A town or county cannot be sued if it chooses not to install complete street features for budgetary reasons.
Tuesday, June 21, 2011
Monday, June 20, 2011
U.S. Senator Charles Schumer says New Jersey's transportation loss should be Long Island's gain.
The Senator is supporting a $2.2 billion low-interest loan from the federal government to the New York Metropolitan Transportation Authority. The money was originally earmarked for a commuter rail tunnel under the Hudson River that Governor Chris Christie killed in October. Schumer says it should now go to finishing East Side Access, a project connecting Long Island Railroad to Grand Central Station through tunnels beneath the East River. Long Island Railroad is the nation's largest commuter line.
East Side Access is supposed to be done by 2016, but is only funded through the end of the year. The project is designed to speed up trips for about 160,000 riders from Long Island to Manhattan's East Side by as much as 30 to 40 minutes.
More than $5 billion in state and federal funds have already been spent on the new rail connection, one of the largest infrastructure projects in the U.S. But East Side Access is still facing a $2.2 billion shortfall.
The MTA applied for the loan in late April to the Federal Railroad Administration, which is part of the U.S. Department of Transportation. Spokesman Aaron Donovan said the authority is "in discussions with the U.S. DOT as part of the application process but we don't have an estimate on when we'll hear back."
U.S. DOT spokeswoman Olivia Alair said "We do not have comment on this today."
Most Long Island Railroad trains cross under Manhattan to arrive at Penn Station on the West Side, adding to congestion at that station and forcing commuters with jobs on the East Side to double back by bus or subway. Schumer said eliminating that bottleneck and adding flexibility to the system will "boost New York as the economic engine of the region."
Friday, June 17, 2011
(New York, NY WNYC) The Amalgamated Transit Union says it has an antidote to the recent plague of deadly long distance bus crashes: pay drivers overtime. The report contends that would limit drivers' hours behind the wheel, reducing the time buses are operated in a state of fatigue, which is the leading cause of accidents.
The report looks at statistics produced by National Traffic Safety Board investigations of 16 fatal bus crashes between June 1998 and January 2008:
Driver related problems were responsible for 60 percent of the fatalities occurring in the crashes investigated, while the condition of the vehicle accounted for only 20 percent of the fatalities. Driver fatigue was responsible for a staggering 36% of the fatalities occurring in the crashes investigated. It was the number one cause of fatal accidents, far above road conditions (2%) and inattention (6%). Other than vehicle condition, the next highest root cause was driver medical condition (18%).
The Virginia State Police believe driver fatigue caused a long distance bus to overturn on I-95 in Virginia on May 31. That accident killed four passengers and injured more than 50 others. It was the sixth major bus crash since the beginning of the year.
Those accidents, and the 25 fatalities they've produced, have prompted federal regulators to call for greater inspection powers of operators in the fast-growing industry. It has also brought renewed attention to the Motorcoach Safety Enhancement Act of 2011, which would require long distance buses to be fitted with seat belts, crush-proof roofs, reinforced windows and anti-roll technology.
All well and good, says the ATU report, but none of those measures directly address the issue of driver fatigue:
Hours of service regulations that have been in existence for decades are routinely ignored, especially by fly-by-night, non-union bus companies. The state police in general do not perform random checks of passenger buses the way they do on cargo-hauling trucks because of the dissatisfaction expressed by passengers when their bus gets pulled out of commission and no replacement vehicle arrives for hours. Moreover, even if police actively
seek out so-called discount bus carriers, there are not nearly enough law enforcement officers to even begin the process of ridding the highways of unsafe buses.
America Bus Association spokesman Dan Ronan disagreed with union's conclusion that bus company owners should give up their federal exemption from having to pay drivers overtime.
"This exemption has been around since the 1930s and we’ve had this series of accidents in the last month or so but we’ve gone 80 years without a rash of accidents," he said. "So if overtime pay were an issue, you would’ve thought we’d have had this level of accidents all the time, not just in the last couple of weeks here."
He said operators who pay substandard wages are not going to obey a law requiring overtime pay.
"The real question is how we get those guys off the road and reward the bus companies that are doing a good job, that are out there paying the drivers a decent wage, making sure their logbooks are up to date, that they’re driving safe equipment, all the things that make up a good bus company," he said.
Wednesday, June 15, 2011
(New York, NY - WNYC) Long distance buses have been crashing and killing passengers with an unwholesome regularity since the beginning of the year: 25 dead and many more injured in six major accidents. And now the U.S. Department of Transportation is showing signs of moving into active crackdown mode.
The news arrived over the weekend with U.S. DOT press releases announcing the immediate shutdown of two bus companies for safety violations. Combined with an identical action against another carrier a few days before, that made for a four-day score of Government Regulators 3, Rogue Operators 0.
Before then, it had been rare for the U.S. DOT to go beyond punishing individual drivers and impounding single buses to banishing an entire bus company from operation.
The Department has stepped up field inspections. During the first two weeks of May, its inspectors carried out 3,000 surprise safety checks that ended up taking 127 drivers and 315 buses off the road.
The department has also been arguing for greater powers, such as the ability to levy a $25,000 fine for a safety violation, up from $2,000, and to conduct inspections at rest stops, not just at the beginning or end of a route.
Anne Ferro, head of the Federal Motor Carrier Safety Administration, which is part of U.S. DOT, made those very requests at a Congressional hearing on bus safety on Monday. The problem is most of Ferro's proposals require the passage of federal laws, a process that moves as swiftly as holiday traffic in Midtown Manhattan.
Ferro's agency has also just shown what could be done by aggressively enforcing existing rules.
In shutting down those three bus companies, FMCSA inspectors invoked their power to declare an operator an "imminent hazard," defined as a commercial carrier whose practices "substantially increase the likelihood of serious injury or death if not discontinued immediately." An example would be Haines Tours, the Michigan carrier that packed customers into cargo bins at the bottom of its buses.
Inspectors declared the company an imminent hazard and immediately pulled it off the road. The same fate befell United Tours of North Carolina for using unqualified drivers, as it did to CT Motor Coach, a previously suspended bus company that apparently "reincarnated" as JT’s Travel & Charter after being put out of service for repeated violations.
On May 31, the FMCSA was in the process of taking action against Sky Express when a bus in Virginia swerved and flipped, killing four passengers and injuring more than 50 others.
State police in Virginia believe the driver of the bus fell asleep at the wheel. According to FMCSA records, Sky Express scored in the bottom 15% nationally for "fatigued driving"--and was virtually worst for "driver fitness."
That dismal safety record, compiled over the previous two years, had caught the attention of the FMCSA. In April, inspectors showed up at the carrier's offices and conducted a thorough "safety compliance review."
Sky Express flunked it. Yet the company was permitted by law to take 45 days to appeal the finding, which it did. Then Sky Express asked for, and was granted, a ten-day extension to appeal. It was during that ten-day period that its bus crashed in Virginia.
The next day, Transportation Nation asked a U.S. DOT official, "Why wasn't the company put out of service before [the] crash?" The official replied in an email: "Currently FMCSA does not have the authority to shut down a carrier without an in-depth on-site investigation."
Eight days later, the agency found that authority and declared JCT Motor Coach an imminent hazard and immediately shut it down.
Monday, June 13, 2011
(New York, NY - WNYC) Federal legislators and regulators talked tough today at a Congressional hearing on strengthening bus safety. Anne S. Ferro, Administrator of the Federal Motor Carrier Safety Administration, took the occasion to make a pitch for greater power to crack down on the fast-expanding long distance bus industry. But first, she delivered some chilling stats related to the recent spate of bus crashes.
"This year has been the worst period in recent history for motorcoach safety with six crashes resulting in 25 deaths and numerous injuries," she said.
Her statement came after a weekend during which her agency, which is part of the U.S. Department of Transportation, declared three bus companies "imminent safety hazards" and shut them down.
One of those companies, Haines Tour in Michigan, was caught carrying passengers in cargo holds at the bottom of their buses. Another, United Tours in North Carolina, was using unqualified drivers.
New enforcement measures proposed by Ferro at the hearing included inspecting every long distance bus at least once a year, doing surprise safety stops while buses are en route and raising the fee for a company to obtain an operating license from DOT. Right now it's 300 hundred dollars -- 50 dollars less than it costs a street vendor to sell hot dogs in Washington, DC. Ferro said she'd also like to see the fine for a bus safety violation raised from $2,000 to $25,000.
Representatives from the long distance bus companies who participated in the hearing gave their wary consent to the proposals. "I can support it if it's reasonable," said Mr. Victor S. Parra, president of the trade group United Motorcoach Association. "You have to remember that these companies create jobs and are good for the economy. You don't want to over-regulate them."
Friday, June 10, 2011
Nassau County executive Edward Mangano said Long Island Bus will be privatized by the end of the year.
He announced at a Friday press conference that Veolia Transportation submitted the winning bid to take over the NY Metropolitan Transportation Authority's 48 bus lines, which carry an average of 100,000 daily riders.
Long Island Bus is one of the country's largest suburban bus lines; it connects suburban Nassau County with Queens.
The county and Veolia must still negotiate a contract. Mangano says he expects Veolia to run all of the bus line's current routes for $106 million--$8 million less per year than the NY MTA. Veolia will only be allowed to cut routes as a last resort.
The authority told county officials last year they needed to pitch in $17 million more per year for the bus operation, raising the yearly contribution by Nassau County to $26 million. That would’ve put the county in line with nearby Suffolk and Westchester counties, which respectively pay $24 million and $30 million per year for similar services from the MTA.
Nassau officials said they couldn’t afford it, especially after a state oversight board stepped in last year to seize control of the county’s depleted finances.
A press release from Mangano's office announcing the deal ripped the NY MTA as "a bloated bureaucracy."
The MTA, in a prepared statement, didn't respond to the criticism. "We look forward to working with the County and Veolia to assist in the transition and transfer of service at the end of the year," it said.
Thursday, June 09, 2011
(New York, NY - WNYC) The U.S. Department of Transportation says it has caught a long-distance bus company operating illegally after being shut down for safety violations. Regulators say Georgia-based JCT Motor Coach, previously taken out of service after two egregiously failed inspections, has resumed operation as JT's Travel & Charter.
The department declared the carrier "an imminent hazard to public safety" and ordered it to immediately cease its transportation services.
The practice is known in the industry as "reincarnation." A company can re-emerge from regulatory extinction simply by changing its name and address, repainting its fleet and hitting the street again.
U.S. DOT announced last week that it was investigating the Sky Express Bus Company for possibly reincarnating as a carrier called 108 Bus, even though regulators put it out of service on May 31, the day one of its buses crashed on I-95 in Virginia, killing four people and injuring more than 50 others. A spokesperson for Sky Express denied that it had taken a different name and continued to operate.
JCT Motorcoach had an exceptionally bad safety record, according to U.S. DOT, which listed some of the company's violations: "falsifying vehicle maintenance records, failing to ensure its vehicles were regularly inspected, repaired and maintained, using drivers with positive drug and alcohol testing results, using medically unqualified drivers and failing to comply with federal hours-of-service requirements for drivers."
The Federal Motor Carrier Safety Administration, a department of U.S. DOT, is charged with enforcing bus safety. An administration official said inspectors pulled over a JCT Motorcoach bus last year and found so many maintenance problems that inspectors followed up with a visit to the business. That second inspection revealed a host of other problems. The carrier was then placed out of service.
A call to JCT Motorcoach late Thursday was answered by a woman who gave her name as Ala. She said she didn't work for the company "but I spend a lot of time around it." Asked about the U.S. DOT charges against JCT Motorcoach, she said, "Nobody's doing anything illegal."
Wednesday, June 08, 2011
(New York, NY - WNYC) A New Yorker is killed every 35 hours in a traffic crash, according to a new report.That's more than are killed by guns.
Domestically, that's not a bad record. New York has fewer road fatalities per capita than any other large U.S. city, according to the city DOT. But in European cities, like Paris and Berlin, the fatality rate is one half of New York's.
The report by the advocacy group Transportation Alternatives and the Drum Major Institute for Public Policy is pushing for a goal of zero traffic fatalities.
Transportation Alternatives Spokesman Michael Murphy says it's time to catch up with European cities. "For us to pat ourselves on the back to have reduced traffic fatalities as much as we have is to say that those remaining hundred to three hundred people a year who are dying is acceptable," he said. "It's absolutely not." New York City Mayor Michael Bloomberg and Transportation Commissioner Janette Sadik-Khan frequently tout New York's diminishing traffic fatality rate as a sign of success of their street redesign initiatives.
The Transportation Alternatives/DMI report says most of those killed in accidents are pedestrians, and the majority of deaths are caused by speeding cars on wide roadways like Queens Boulevard. A separate study, by Tri-State Transportation Campaign, says senior citizens are most at risk.
DOT spokesman Seth Solomonow told Transportation Nation that the city has already launched anti-speeding campaigns, added countdown signals to hundreds of intersections and re-engineered streets to make them safer for children and seniors. "You’d have to be living under a rock not to know that safety is the most important priority for this agency," he said. "We will not stop in our efforts until we make our streets safe for all New Yorkers."
Transportation Alternatives and the DOT do agree on what to do next. Both favor street calming measures like curb extensions, pedestrian islands, and bike lanes. Here's the DOT's pedestrian safety plan.
That doesn't mean it's going to happen. Those measures have been criticized by some elected officials for impeding vehicular traffic, and some critics say pedestrian islands and other calming measures can block emergency vehicles.