"Streets to Live By" marshals data from several cities to make the case for investing in livable streets in New York.

Today Transportation Alternatives released "Streets to Live By" [PDF], the report previewed last week in the Observer. It seeks to define what makes a street livable and to synthesize a broad range of data, culled from numerous cities, on the effects of policies that put pedestrians first.

This doc is a big one, and we're still sifting through it. An early impression: The evidence gathered here related to economic development, health, and social wellbeing suggests that a number of city agencies should be shepherded into the livable streets fold. From the report's recommendations:

Improvements that support livable streets, whether through new construction, street rebuilding or zoning amendments, should be the standard. Coordination and creative problem solving between these agencies, including the Department of City Planning (DCP), Office of Management and Budget (OMB), Department of Design and Construction (DDC), Economic Development Corporation (EDC), Department of Environmental Protection (DEP), and Department of Sanitation (DOS) would be best led by the DOT and the Mayor’s Office of Planning and Sustainability.

The report also names the Department of Health and the Department of Small Business Services as agencies that can forge stronger ties to a livable streets agenda, and calls for a livable streets training program aimed at the city's community boards. "We recognize that the jurisdiction of each agency only goes so far," says T.A.'s Shin-pei Tsay, "and we hope there can be greater collaboration between them."

It rained yesterday, sending stormwater streaming down New York City streets and through sewer grates. The runoff mixed with wastewater in the system and overloaded treatment facilities, causing raw sewage to spill into the city's waterways.

Sound like an ecological disaster? It can be triggered by as little as one tenth of an inch of rainfall in one hour. Called Combined Sewer Overflow (CSO), this toxic broth also contains chemicals leached from roofs and pavement. 27 billion gallons of CSO pour into city rivers and bays every year. Until recently, there was no concerted effort to prevent it.

One of the more unsung PlaNYC initiatives aims to drastically reduce CSO, in part by managing streets more wisely. Certain traffic calming measures, it turns out, can not only make streets more ped-friendly, but also help make the city's rivers clean enough to swim in. To accomplish this, PlaNYC calls for retooling the Parks Department's Greenstreets program, and we are starting to see the results.

At their best, Greenstreets -- the pint-sized green spaces that Parks began planting in 1996 -- have served as modest traffic-calming measures, displacing asphalt with patches of greenery that send cues to slow down. The new breed goes a few steps further: They combine advanced stormwater capture techniques with more overt traffic-calming devices, like neckdowns and bulb-outs.

You can find one of the first new Greenstreets at 110th and Amsterdam in Morningside Heights. It occupies a long, wedge-shaped sidewalk extension along the southwest side of Amsterdam, widening from mid-block to occupy two traffic lanes at the intersection. This feature is called a "blockbuster," and it prevents southbound traffic from driving the wrong way down Amsterdam, which runs one-way below 110th.

Stormwater is captured by a drainage pipe on the north side of the blockbuster (right), where it is channeled under the sidewalk and into the soil of the planting bed. Any excess is stored in a chamber beneath the soil, where the plants can soak it up in times of drought.

"That's less water that our sewer system has to deal with," says Bram Gunther, the head of Forestry and Horticulture at Parks, who has been instrumental in implementing the new Greenstreets. He points out that by storing the water for later use, this Greenstreet won't require Parks to send a water truck out on the street to keep it maintained. "Anytime you get to recycle water, that's a good thing."

Gunther's team began work on stormwater-capturing Greenstreets about two years ago. When PlaNYC was announced in 2007, he says, "it dovetailed perfectly, and the scope of [the project] increased by an order of magnitude."

Because stormwater capture requires construction that goes deeper than previous Greenstreets -- and because the new Greenstreets entail more sidewalk extensions -- a host of city agencies have to cooperate, including Parks, DOT, Environmental Protection, and Design and Construction. The PlaNYC mandate minimized red tape and allowed construction to ramp up.

The site at 110th and Amsterdam before the Greenstreet was built.

"It's kind of exceptional," says Dr. Paul Mankiewicz of the Gaia Institute, an expert on stormwater capture who has consulted for the city. "You've got real cooperation between the agencies."

This spring Mankiewicz will lead an evaluation of the first batch of "greener" Greenstreets, measuring just how well they capture runoff. There are now between 10 and 20 of them to look at, with 30 to 50 more in development.

Mankiewicz says Greenstreets will play a big part in the city's overall stormwater capture strategy, which also includes building green roofs, laying down permeable pavement, and planting a million trees. By his estimates, Greenstreets could eventually handle "somewhere greater than 10 percent of all excess stormwater, maybe much more."

In addition to Greenstreets, new surfaces can absorb stormwater and mitigate the urban heat island effect, which reduces condensation and runoff (image from Chicago DOT's Green Alley Handbook).

The program has been lauded by environmental advocates. Carter Craft, director of programs and policy at the Waterfront Alliance, thinks the early returns are promising.

"Tying stormwater capture with traffic-calming makes absolute sense," he said, "because you won't get another chance [to tear up the street] for five to ten years."

Craft has been helping the Office of Long-Term Planning and Sustainability determine sites that can be used to intercept runoff. While pleased with the progress on stormwater capture to date, he's reserving final judgment. "It's a success story if all the public agencies can maintain their focus and keep it going. Many of us are optimistic, but it's too early in the implementation phase to judge."

As we were reminded this morning, not every neighborhood welcomes a new Greenstreet. But the City Council took a big step toward advancing the concept two weeks ago, when it passed a resolution to create a citywide stormwater management plan based on the outline in PlaNYC. Mayor Bloomberg is expected to sign the bill into law.

New York still has a lot of ground to cover to catch cities like Seattle, which captures 90 percent of its excess stormwater. Although we get hit by bigger storms, explains Mankiewicz, we also enjoy a geological advantage. "There are huge amounts of sand and gravel under the soil," he said, perfect for absorbing stormwater. "We need to make a connection between the surface and the deeper soil beneath."

Following in the footsteps of Bruce Schaller and Jon Orcutt, Project for Public Spaces vice president and transportation program director Andy Wiley-Schwartz is heading over to 40 Worth Street where he will be reporting to Deputy Commissioner Schaller at DOT's new Office of Long-Term Planning and Sustainability. There they will be working to implement the transportation and public space objectives set out in Mayor Bloomberg's PlaNYC.

Wiley-Schwartz starts at DOT on Monday. While there has been no official announcement of his hiring or his title, word has it Wiley-Schwartz will be working on new public space initiatives, which seems like a natural fit, given his experience at PPS. With DOT's recent focus on reclaiming under-utilized bits and pieces of street space as public plazas and with tremendous grassroots energy in places like Hell's Kitchen, SoHo, Gansevoort, Grand Army Plaza, Williamsburg and even the occasional, random on-street parking spot -- it seems like "public space initiatives" could be a pretty exciting job description at DOT right now.

Wiley-Schwartz has been a contributor here at Streetsblog. At PPS he specialized in working with Departments of Transportation and community groups all across the U.S. on downtown street enhancement, traffic calming and bicycle and pedestrian projects. He is a national lead in the Context Sensitive Solutions movement, an articulate advocate and just a really pleasant guy to work with. Here is an excerpt from his PPS bio:

He specializes in helping communities rebuild their neighborhoods and cities by leveraging transportation funding into the development of public spaces, including streets and other transportation facilities, in part by focusing on strategic partnerships and programming.

Andy's current projects include PPS's New Jersey Smart Choices program: an outreach, education and training program to help municipalities plan and make sustainable land use decisions in partnership with the New Jersey Department of Transportation. He is also working with the Times Square Alliance in New York City, the City of Elmira, NY to revitalize the area under and around a railroad viaduct downtown, and advising the City of Indianapolis on their plan to build a "Cultural Trail" through their central business district.

And, no, this is not an April Fool's prank. It's June, people.

Some light reading from the Christian Science Monitor before tomorrow's rumored Office of Long-Term Planning & Sustainability conference:

The city's Department of Environmental Protection, which manages the city's freshwater supply and wastewater -- 13,000 miles of pipe, total -- formed a task force to look at the long-term effects of climate change. Among other things, the DEP was concerned by the damage storm surges might inflict on a city surrounded by water. Although city officials declined to discuss concrete solutions for this article saying they were still in the "assessment" phase, scientists foresee potential fixes ranging from raising key infrastructure and building dikes, to flood gates and temporary seals over tunnel entrances. One group proposes raisable flood barriers large enough to protect all of Manhattan Island.

And the winner of a recent competition for engineers and architects to envision New York City in 2106, ARO, doesn't attempt to keep the water out. Rather, they envision building in, on and around it.

There are high hopes that tomorrow's public unveiling, whatever it may show, begins to lay the groundwork for a serious traffic reduction program in New York City, perhaps in the form of London-style congestion charging. With this year's elections out of the way there is no longer any worry that the inevitably difficult public discussion of congestion charging might force a gubernatorial candidate into a corner. Governor Elect Spitzer's vow to raise subway fares only as a last resort almost guarantees an MTA fiscal crisis in the coming months. Might a fiscal crisis also serve as the impetus for a congestion charging push? Among political insiders there is a feeling that the only possible way to sell congestion charging to New York is in response to a serious crisis. In other words, the Doctor needs to make it clear that the patient is sick and needs to make dificult, but ultimately fulfilling, lifestyle changes.

We have heard that the Partnership for New York City's secretive, years-long congestion charging study is far along in its analysis and modeling. The project is being masterminded by Janette Sadik-Khan at Parsons Brinckerhoff (pictured right). A serious candidate for DOT commissioner when Michael Bloomberg was first elected mayor, Sadik-Khan's resume includes a stint as the Director of the Mayor's Office of Transportation for New York City during the Dinkins Administration. Transportation consultant Bruce Schaller is also working on a congestion charging study for the conservative think tank, the Manhattan Institute.

All of which leads us to a more pressing issue: Can anyone out there come up with a better name for it than "congestion charging?"

Traffic Relief Zone, anyone?

Long-term sustainability is of course right up Streetsblog's alley. Correspondent Charles Komanoff donned his policy-wonk hat last week and came up with an Economist's Agenda for a Sustainable NYC. These recommendations draw heavily on the concept of creating financial incentives and disincentives to encourage people to make the right choices as they consume energy and natural resources. We're hearing through the grapevine that the advisory board is paying close attention.

Komanoff's recommendations:

• Price Peak Power
• Unbundle Electricity
• Price the Roads
• Price the Curbs
• Abolish Privileged Parking
• Universal Bottle and Bag Deposits
• Tax Carbon, Not Commerce

Details are on the other side of this link.