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Posts from the "Bill de Blasio" Category

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Vision Zero Year One: An Early Assessment

New York’s transportation reform and traffic safety movement notched huge wins when mayoral candidate Bill de Blasio adopted Vision Zero as part of his platform in 2013, and again this year when the new mayor put the policy into action within days of taking office. Vision Zero created a policy rubric for the de Blasio administration to develop its own legacy of transformative street programs after the strong progress of the Bloomberg years, and has galvanized unprecedented interest and support across New York’s political establishment for physical and regulatory changes on city streets. This expanded policy space has generated progress on difficult issues like expanded camera enforcement and speed limit reduction.

Mayor Bill de Blasio has made substantial progress on the legislative agenda for Vision Zero, but Police Commissioner Bill Bratton disengaged from the street safety initiative in its first year. Photo: Clarence Eckerson, Jr.

The policy has also afforded Mayor de Blasio opportunities to show his leadership mettle and political touch. Anyone who wondered about the new mayor’s style was given an impressive demonstration when de Blasio took the unforgettable, emotionally wrenching step of appearing publicly with family members of victims of recent fatal traffic crashes during the first week of his administration, and demanded rapid action on Vision Zero by city agencies.

Now, with the policy well-established and recognized, and key milestones like the recent change in city speed limits enacted, the mayor and his senior managers need to make a clear assessment of the city’s Vision Zero performance and buckle down in several key areas to ensure that the policy generates tangible street safety improvements for New Yorkers.

That’s because New York’s street safety performance in 2014 will be good, but not great. It will be more in the vein of a return to levels seen over the past five to six years after 2013′s major spike in fatalities. It will not represent a marked improvement befitting a city with tremendous expertise in delivering safer streets, operating under one of the world’s most aggressive street safety policies.

If NYC traffic deaths in November and December (often one of the worst periods of the year) are close to those in recent years, the city could close 2014 with 260 or 265 total traffic fatalities. Where 2013 was the city’s deadliest in seven years, a 2014 with 265 fatalities would rank as the third safest year in NYC history. It’s also possible the city is on track to record one of its lowest-ever pedestrian death totals. The lowest total number of fatalities was in 2011, at 249. The lowest number of pedestrian fatalities was 140 in 2007.

Expectations have been raised substantially as Mayor de Blasio and the wider public policy community have embraced Vision Zero. At the end of the year, New Yorkers will ask what city government intends to do not only to match the safety performance of recent years, but to dramatically exceed it.

Everyone from traffic safety advocates to City Hall should resist any notion of falling back on a “wait and see what happens with the lower speed limit” stance regarding Vision Zero in 2015. For one thing, NYC DOT should already know how safety performance has changed on the group of 25 mph arterial slow zones such as Atlantic Avenue, the Grand Concourse, and McGuinness Boulevard, which were inaugurated six months ago. The broader speed limit change will likely have similar or lower impact absent much greater NYPD engagement and/or much broader application of enforcement cameras.

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De Blasio Signs 25 MPH Legislation, Promises More NYPD Bike Enforcement

It’s official. This morning, Mayor Bill de Blasio, surrounded by administration appointees, elected officials from the City Council and state legislature, and families of traffic violence victims, signed legislation that lowers New York City’s default speed limit to 25 mph. The law takes effect November 7.

Before the bill signing, de Blasio crossed Delancey Street near where a driver killed 12-year-old Dashane Santana in 2012. DOT modified the street’s design later that year in response to her death. Today, de Blasio called for more. “We have to do a lot of work to fix conditions like this across the city,” he said. “It can be done, but it begins with reducing speeding.”

Transportation Commissioner Polly Trottenberg noted that 50 years ago this month, the state legislature raised the default speed limit from 25 to 30 mph. “With this history in mind, it is so nice to be here today having a chance to right this historical wrong,” she said, “and lower the speed limit back to 25 miles per hour.”

Council Member David Greenfield proposed lower speed limit legislation in the City Council in 2013. “This is literally the linchpin of Vision Zero,” he said. “When you drive slower, you can stop faster.”

Under the new law, DOT will be able to sign streets on a case-by-case basis for speed limits other than 25 mph. Trottenberg has said that DOT will set higher speed limits for some major streets, but has not clarified which ones will be exempt from the new 25 mph limit. Earlier this year, DOT refused to lower the speed limit on Queens Boulevard as part of its “arterial Slow Zone” program.

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It’s Still Legal to Run Over a Child on a New York City Sidewalk [Updated]

An 8-year-old girl run over on the sidewalk outside her Bronx school Friday was one of at least two New York City pedestrians killed by motorists over the weekend. A woman struck while walking to work in Brooklyn Sunday morning was the second victim. No charges have been filed in either crash. NYPD and the Post blamed the Brooklyn victim for her own death.

Rylee Ramos. Photo via Daily News

A driver fatally struck 8-year-old Rylee Ramos and injured several others, including two more children, on the sidewalk outside a Bronx school. No charges were filed. Photo via Daily News

On Friday afternoon, Sonia Rodriguez backed onto a sidewalk adjacent to PS 307, striking 10 people, according to reports. At least two victims, including third-grader Rylee Ramos, were students who had just been dismissed from school. From the Daily News:

Rylee and her friend, Genesis Rodriguez, were only paces away from the school’s front door along Eames Place in Kingsbridge Heights when a blue Honda Accord hopped the curb and hit them about 2:45 p.m. The 55-year-old woman behind the wheel then tried to drive forward but all that did was “hit more people,” said Eliasser Lopez, 11. “It was something out of this world,” Eliasser said of the horror.

When the driver finally stopped, Rylee was injured beyond saving, though some tried to give her CPR. The car hit the girl so hard it crushed one of her lungs, family members said.

“[Sonia] Rodriguez hit a chain-link fence,” the Daily News reported, “a wrought-iron gate and a parked vehicle before pinning little Rylee to a pole, police said.” 

Ramos was pronounced dead at St. Barnabas Hospital. Genesis Rodriguez was hospitalized, as was a 4-year-old girl and four women.

Video posted by the Daily News, embedded after the jump, shows the car backing onto the sidewalk as Rodriguez appears to accelerate. Friday’s incident was reminiscent of a 2013 crash in which a motorist hit five children on a sidewalk near a school in Maspeth. Several children sustained severe, life-altering injuries as a result of the Queens crash, and one victim died days later from a reported asthma attack. The driver, identified as Francis Aung Lu, was not charged by NYPD or District Attorney Richard Brown.

Rodriguez was questioned and released by police after the Bronx crash, according to the Times. Streetsblog has asked DA Robert Johnson’s office if charges are being considered. Update: A source with Johnson’s office says the crash is under investigation.

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De Blasio Signs Transit Benefit Bill, Says 25 MPH Limit Will Save Lives

This afternoon, Mayor Bill de Blasio signed legislation requiring companies with 20 or more full-time employees in New York City to offer the federal transit tax benefit to their workers. The measure, which takes effect in 2016, is expected to save employers and workers millions of dollars each year. He also held a hearing on New York City’s new default speed limit of 25 mph, which goes into effect November 7. The mayor will hold a formal bill signing before that date.

Mayor de Blasio speaks at today's bill signing. Photo: NYC Mayor's Office/YouTube

Mayor de Blasio speaks at today’s bill signing. Photo: NYC Mayor’s Office/YouTube

“Reducing speed is a key part of Vision Zero,” de Blasio said, thanking advocates and families of traffic violence victims for their efforts to get the speed limit bill through Albany. He noted that traffic fatalities are down more than 8 percent since last year, and pedestrian deaths have fallen 23 percent. “That’s before we put the default speed limit into place. The 25 mph speed limit will make our streets even safer,” he said. “Speeding is fundamentally dangerous and can, in fact, be deadly.”

Council Member David Greenfield proposed lower speed limit legislation in the City Council in 2013. “I don’t like to call them accidents, because when someone speeds and gets into what people call an ‘accident,’ it wasn’t an accident,” Greenfield said at today’s hearing. “You shouldn’t have been speeding.”

At the hearing, Transportation Alternatives Executive Director Paul Steely White urged de Blasio to ensure that the 200,000 drivers under city purview, either as municipal employees or licensed livery drivers, set the tone on the city’s streets by obeying the new 25 mph speed limit. He also made the case for capital funding for reconstruction of major arterial streets, where half of all traffic fatalities occur in New York.

The mayor will sign the speed limit bill before it takes effect November 7, a tactic City Hall has used before to generate more media coverage for Vision Zero bills.

The transit benefit bill requires companies with 20 or more full-time staff in New York City to allow employees to pay for transit commuting costs using pre-tax income. Someone making an average NYC wage who purchases a monthly unlimited MetroCard could save $443 annually, according to Riders Alliance, while the average employer would save $103 per employee per year [PDF].

By saving commuters money, tax-free transit helps boost ridership. A 2004 survey of NYC employers by Transit Center, which administered transit benefits on behalf of employers, found a 16 percent increase in transit ridership among employees after companies started offering transit benefits [PDF].

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If Police Don’t Take Traffic Violence Seriously, Vision Zero Will Fail

Eight months in, Mayor de Blasio and his administration should be proud of how much has been achieved under the Vision Zero program. As an attorney and advocate for crash victims, my expectations were exceeded by the early progress in almost every area of this multi-agency initiative. There have even been noticeable changes at the police department — the one agency that historically has been most resistant to stepping up on street safety. But as shown by the Dulcie Canton scandal NYPD’s response has been inconsistent. [Disclosure: The author is on the board of StreetsPAC, which endorsed Bill de Blasio for mayor, and his law firm represents Dulcie Canton.]

Dulcie’s case illustrates the gaping holes that remain in NYPD’s approach to Vision Zero. She was struck with tremendous force in a horrific hit-and-run crash on August 7 and suffered serious injuries, somehow managing to escape with her life (in large part because she was wearing a helmet). Surveillance video shows a sedan driver speeding behind her fully-illuminated bicycle, striking her, and driving off without so much as hesitating.

Although, as is often the case, the surveillance video did not capture the car’s license plate, and the driver sped off before witnesses could get a look at him, Bushwick residents at the crash scene came together in a remarkable way to help identify the driver. The owner of the building by the crash site went to extraordinary lengths to preserve footage from his surveillance cameras. People on the block recovered a piece of the car that fell off when it struck Dulcie, bearing serial numbers that link it to the vehicle. The skateboarder with Dulcie that night worked with neighbors to identify the car, parked just a block or so from the crash scene. This prompt action from neighborhood residents — the lengths people went to in order to help a crash victim and find a perpetrator — shows just how much the principles of Vision Zero matter to New Yorkers.

All that was left for me to do as Dulcie’s lawyer was to bring this evidence to the police and let them do their job — or so I thought. But that’s where the process broke down. Because Dulcie thankfully hadn’t been killed or critically injured, the NYPD’s Collision Investigation Squad did not respond. Instead, a detective at the 83rd Precinct was assigned to investigate the case as a hit-and-run. With all optimism, I met with the detective on the fourth day after Dulcie’s crash and gave him all the evidence, and told him we were waiting to inform the insurer of the car of our claim because we didn’t want the company to alert the owner of the car to the investigation.

Over the following month, I followed up with the detective several times by phone and in writing. He explained to me that he was busy with a heavy caseload and needed more time before he could question the owner. After three weeks, the Bushwick neighbors who had been so helpful and had continued to monitor the car advised that the owner had fixed the damage from the crash. Now that critical evidence was being lost and concealed, we had to act, and so the car’s insurer was alerted.

Naturally, I heard back from the insurer that the owner of the car denied any knowledge of the incident. But recent press attention to this case has caught the attention of some law enforcement officials, and following a meeting yesterday it appears that Dulcie’s crash may finally be investigated as it should have been. Many thanks to folks who made phone calls and used social media to help us move this case higher on NYPD’s to-do list!

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De Blasio and DOT Ring In the New School Year With More Speed Cameras

Mayor de Blasio and Transportation Commissioner Polly Trottenberg today officially announced the expansion of the city’s speed camera program, which will eventually bring automated enforcement to 140 school zones across the boroughs. Today’s event also underscored the fact that streets around schools won’t be as safe as they could be, thanks to restrictions imposed by Albany.

All 140 speed cameras allowed by Albany will be operational next year. Will state lawmakers lift constraints that prevent cameras from saving lives? Photo: ##https://twitter.com/NYCMayorsOffice/status/506813044467728384##@NYCMayorsOffice##

All 140 speed cameras allowed by Albany will be operational next year. Will state lawmakers lift constraints that prevent cameras from saving lives? Photo: @NYCMayorsOffice

At a press conference this morning at PS 95, on Hillman Avenue in the Bronx, de Blasio and Trottenberg were joined by NYPD Chief of Transportation Thomas Chan and State Senate Co-Leader Jeff Klein, a key supporter of legislation that brought the first 20 speed cams to NYC streets last year.

“Our kids are going to be safer walking to school and coming home because of this new enforcement,” said de Blasio via a press release. “We are sending a powerful message that we take safety near our schools seriously, and we will enforce the law to keep children safe.”

With the new school year set to start Thursday, DOT is on its way to deploying the 120 additional cameras authorized by state lawmakers earlier this year. Twenty-three cameras will be up and running this week, according to a de Blasio spokesperson, with 40 to 50 cameras operational by the end of 2014. All 140 cameras are expected to be online by the end of 2015.

Speeding was the leading cause of traffic deaths in NYC in 2012, contributing to 81 fatal crashes. Automated enforcement is vital to reducing traffic casualties, but NYC’s cameras come with a bevy of conditions that limit their effectiveness. Per today’s press release:

DOT is permitted to place cameras within a quarter mile of a corridor passing a school building, entrance or exit of a school on the corridor. The cameras are only active on school days during school hours, one hour before and one hour after the school day, as well as during student activities at the school, and 30 minutes before and 30 minutes after school activities.

In addition, cameras can only ticket drivers who speed by 11 or more miles per hour, and the penalty for speed cam tickets is a nominal $50 fine, with no license points. According to a Transportation Alternatives analysis of DMV data, the majority of fatal speeding-related crashes statewide occur on weekends or between 6 p.m. and 6 a.m. on weeknights — hours when speed cameras aren’t normally allowed to operate. To prevent as many injuries and deaths as possible, state lawmakers should remove these restrictions.

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One City, By Bike: Huge Opportunities for NYC Cycling in the de Blasio Era

Jon Orcutt was NYC DOT’s policy director from 2007 to 2014. He developed DOT’s post-PlaNYC strategic plan, Sustainable Streets, oversaw creation of the Citi Bike program, and produced the de Blasio administration’s Vision Zero Action Plan. In this five-part series, he looks at today’s opportunities to build on the breakthroughs in NYC cycling made during the Bloomberg administration.

Part 1 – What’s Next for New York City Cycling Policy?

Bike transportation in New York City unquestionably saw historic progress during the second half of the Bloomberg administration. For the first time, city government treated cycling as a serious mode of transportation and continually achieved new milestones: a bigger bike network, safer street designs, higher cycling levels, and a network of bike-share stations that received massive usage. NYC DOT, City Hall, and city cyclists endured and moved past the “bikelash.” But even after smashing so many barriers, cycling in New York is still relatively underdeveloped, with gigantic opportunities for growth ahead.

There are still many gaps in the bike network, like this harrowing connection from the Willis Avenue Bridge on 135th Street in the Bronx, where de Blasio administration can make tremendous progress by adding new infrastructure.

There are still many gaps in the bike network, like this harrowing connection from the Willis Avenue Bridge on 135th Street in the Bronx, where the de Blasio administration can make tremendous progress by adding new infrastructure.

2014 has not been without progress: This year, new bike networks began to take shape in Long Island City and East New York. New lanes on Hudson and Lafayette Streets added to Manhattan’s set of protected bikeways. A key Queens-Brooklyn bottleneck will be uncorked with the pending Pulaski Bridge dedicated bike lane. And NYC DOT has spent the year to date renegotiating the Citi Bike operating agreement to give the system stronger management and the resources needed for technological improvement and expansion.

But it’s important to recognize that what we’re seeing on the streets in 2014 are projects developed under the Bloomberg administration and Janette Sadik-Khan’s leadership at NYC DOT. DOT’s annual street improvement program takes shape during the fall and winter: Implementation begins in late winter and spring when weather becomes warm enough to resurface and repaint city streets. The 2015 program will be the first shaped by Mayor de Blasio’s administration and new DOT leadership. Will it have a strong bike lane component, and where are the additions to the bike network likely to be?

De Blasio’s campaign material promised significant progress, calling cycling a mainstream means of travel in the city. He stated that his administration would achieve a 6 percent bike mode share by 2020 by expanding bike lanes and bringing bike-share to the boroughs. Putting aside the problem of measuring mode share, the mayor was right to recognize that there are huge opportunities to take cycling in New York to new levels — the city can still achieve manifold increases over cycling’s role in NYC transportation in 2014.

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De Blasio Signs Traffic Safety Bills, Says 25 MPH Will Go Into Effect This Fall

Mayor de Blasio signs 11 traffic safety bills this morning at PS 152 in Queens, surrounded by families of traffic violence victims. Photo: Stephen Miller

Mayor de Blasio signed 11 traffic safety bills earlier today at PS 152 in Queens, surrounded by families of traffic violence victims. Photo: Stephen Miller

Earlier today, Mayor Bill de Blasio returned to the schoolyard where he launched his administration’s Vision Zero campaign in January, just feet from where 9-year-old Noshat Nahian was killed last December while walking to PS 152 with his sister. A little more than six months after announcing his intent to eliminate traffic fatalities within 10 years, the mayor signed bills that suspend the licenses of dangerous taxi drivers, require the installation of 20 mph Slow Zones, and make it a misdemeanor to strike a pedestrian or cyclist with the right of way, among other changes.

While today’s press conference struck a celebratory note, the mayor made clear that Vision Zero is a continuing effort. “The vision is to end traffic fatalities in this city. It’s not easy. Nobody said it was easy,” de Blasio said. “When you think about Vision Zero and all its components, fundamentally it comes down to reducing speeding, reducing reckless driving.”

“A special thanks to all the family members of all the individuals who have turned their pain into action and who have had a huge impact in this city and in this state,” he said. “[They] have been fantastic advocates, particularly in Albany.”

With Families for Safe Streets members in Albany last week, the State Senate and Assembly passed legislation to lower the default speed limit in New York City to 25 mph. De Blasio said that the new limit will likely go into effect this fall after Governor Cuomo signs the bill and the City Council passes its own speed limit legislation.

The package of bills that the mayor signed today focuses on TLC, DOT, and NYPD.

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De Blasio Signs 11 Traffic Safety Bills

NYPD Chief of Transportation Thomas Chan speaks at today's bill signing. Photo: ##https://twitter.com/ydanis/status/481103315409698816##City Council Member Ydanis Rodriguez/@ydanis##

NYPD Chief of Transportation Thomas Chan speaks at today’s bill signing. Photo: City Council Member Ydanis Rodriguez/@ydanis

Mayor Bill de Blasio signed 11 bills today intended to make it safer to walk, bike, and drive in New York City.

De Blasio was joined by in Queens this morning by Transportation Commissioner Polly Trottenberg, NYPD Chief of Transportation Thomas Chan, City Council Speaker Melissa Mark-Viverito, council transportation chair Ydanis Rodriguez, and other council members. Bills signed into law include Intro 171-A — “Cooper’s Law” — which will allow the Taxi and Limousine Commission to act against hack licenses of cab drivers who injure and kill pedestrians while breaking traffic laws, and Intro 238-A, which makes it a misdemeanor for drivers to strike pedestrians or cyclists who have the right of way.

Streetsblog will have full coverage of the presser later today.

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Will New Yorkers Get Doored by de Blasio’s Taxi of Tomorrow Opposition?

As Mayor de Blasio weighs the potential $100 million cost of converting his opposition to the Taxi of Tomorrow into official city policy, New Yorkers on two wheels should remember one key feature of the Nissan NV200 selected as the city’s next taxi: It will all but eliminate the possibility of getting doored by an exiting taxi passenger.

The Taxi of Tomorrow would be a win for cyclists. Image: TLC

If it survives the courts and Bill de Blasio, the Taxi of Tomorrow would be a win for cyclists. Image: TLC

The vehicle has sliding doors for backseat passengers, reducing the need for Taxi TV public service announcements reminding passengers not to whip open their doors into the path of a passing cyclist — something that’s not just dangerous, but also against the law.

That improvement and others, including built-in GPS for drivers, rear-side lights to indicate when passengers are entering or exiting, a front-end design that reduces the severity of crashes with pedestrians, “lower-annoyance” horns, and rear cameras drivers can use while backing up, would be lost if the mayor decides to scrap the design.

On Tuesday, a state appeals court reversed a lower court ruling against the city’s Taxi of Tomorrow plan. The case could be appealed to the state’s highest court, and de Blasio said on Wednesday that, although the city’s law department continues to defend the project, he is opposed to it:

I think it is not right to have a single vehicle approved instead of a variety of vehicles that meet certain standards. I don’t like that we’ve lost an opportunity to create jobs here in New York City. I don’t like Nissan’s involvement in Iran. I don’t like a lot of things about this. I think it was a broken process on many levels.

Other criticisms of the Nissan vehicle are that it is not a hybrid and it is not wheelchair-accessible by default. London, which has also selected the NV200 as its new taxi, will have a fully-accessible fleet. A modified accessible version will be made available in New York.

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