Skip to content

SB event logo 580x200

Posts from the Polly Trottenberg Category

44 Comments

Q&A: Trottenberg Previews Tomorrow’s “Shared Streets” Debut

For five hours tomorrow, limited vehicular traffic will transform 60 blocks of Lower Manhattan into "shared streets" for people on foot and bikes. Image: DOT

For five hours tomorrow, limited vehicular traffic will transform 60 blocks of Lower Manhattan into “shared streets” for people on foot and bikes. Image: DOT

Summer Streets takes a big step forward this weekend with “Shared Streets: Lower Manhattan.” From 11 a.m. to 4 p.m. tomorrow, DOT will open up a 60-block radius in the Financial District to pedestrians and cyclists, limiting motor vehicle access to residents, deliveries, and emergency vehicles [PDF].

The event evokes the concept of “shared space” — where pedestrians, cyclists, and motorists navigate streets based on the movements of other users, as opposed to curbs, signage, and traffic lights. Shared Streets will feature activities for cyclists of all ages, as well as historic walking tours and games for kids.

The full list of offerings is available on the DOT website. Tomorrow also brings the second installment of Summer Streets 2016, when Lafayette Street and Park Avenue will be car-free between the Brooklyn Bridge and 72nd Street from 7 a.m. to 1 p.m.

Speaking to Streetsblog this morning, DOT Commissioner Polly Trottenberg said the Financial District’s narrow streets already function a lot like shared space, and are primed for tomorrow’s “experiment.” Check out our Q&A with Commissioner Trottenberg, lightly edited for length, after the jump.

Read more…

22 Comments

De Blasio, Vacca, Trottenberg Rebuff Opponents of East Tremont Safety Plan

A leader of the Throggs Neck Merchants Association tried to thwart DOT’s safety plan for East Tremont Avenue at a town hall in the Bronx last night and was firmly rebuffed by Mayor de Blasio, Council Member Jimmy Vacca, and Transportation Commissioner Polly Trottenberg. After the exchange, Raisa Jimenez, whose son Giovianni Nin was killed by a hit-and-run driver on East Tremont earlier this year, made an emotional plea to prevent the further loss of life.

East Tremont Avenue between Williamsbridge Road and Bruckner Boulevard is an exceptionally dangerous 1.1-mile stretch where hundreds of people were injured between 2009 and 2013, according to DOT. Angel Figueroa, 74, was struck and killed at the intersection of Puritan Avenue in 2013.

The DOT plan would convert the two-way street from four lanes to two, with a center turn lane and pedestrian islands [PDF]. Community Board 10 voted against the project when DOT first proposed it last year, and the agency set it aside. On June 11, Nin, 26, was struck and killed on East Tremont, and Vacca prodded DOT to proceed with the redesign.

Last night John Cerini of the Throggs Neck Merchants Association attacked de Blasio and Vacca for moving ahead with the project. You can watch the entire exchange — about nine minutes — in the video above.

“We voted for you. You represent us,” Cerini told de Blasio. “We’re not in England, we’re not a monarchy. We’re not asking you to be our king and make decisions for us… Our community board voted against this.” He asked opponents of the project to identify themselves, and nearly 50 hands went up.

“I think you’re misreading the Constitution a little here,” said de Blasio. “We are elected with the point of saying to people what we intend to do, and I certainly talked about Vision Zero and what it would mean for this city to protect people, because we were losing hundreds of people per year.”

Read more…

8 Comments

DOT Overrides CB 10, Advances E. Tremont Safety Project After Cyclist Death

DOT will implement a road diet on the stretch of East Tremont Avenue where a motorist killed cyclist Giovanni Nin in June. Last year DOT had dropped the project in response to a hostile reception from Bronx Community Board 10.

How do Mayor de Blasio and DOT Commissioner Polly Trottenberg determine when a street safety project should move forward regardless of the local community board vote?

In early 2015, DOT proposed a number of improvements for East Tremont between Williamsbridge Road and Bruckner Boulevard [PDF]. The plan would reduce through traffic lanes and add a center turn lane, pedestrian islands, and other traffic-calming measures. No bike lanes were included in the project.

Hundreds of people were injured in crashes on this segment of East Tremont between 2009 and 2013, according to DOT. Twenty-one of the injuries were severe or fatal. Fifty-nine of the victims were pedestrians and 10 were cyclists. In 2013, three drivers struck and killed Angel Figueroa, 74, as he tried to cross East Tremont at Puritan Avenue.

CB 10 voted against the plan after the Throggs Neck Merchants Association rallied people to oppose it, according to the Bronx Times. “DOT stated that it would be happy to abide with the CB 10 decision,” the paper reported.

A year after DOT abandoned the East Tremont project, a hit-and-run driver killed Nin, 26, while he was riding his bike about a block away from where Figueroa was hit.

At a memorial event for Nin last month, City Council Member James Vacca blamed CB 10 for derailing the East Tremont improvements. Then on July 11 he wrote to DOT Bronx Borough Commissioner Constance Moran [PDF], telling the agency to follow through on the project:

Read more…

3 Comments

Albany Failed to Act on Safe Streets, So de Blasio’s Gotta Do It on His Own

With the Albany session over and legislative leaders failing to advance a bill to add 60 speed cameras in NYC, 2016 is going to be the first full calendar year since 2012 in which the city does not expand its automated speed enforcement program.

Mayor de Blasio and Transportation Commissioner Polly Trottenberg can’t let a disappointing session in Albany spoil progress on street safety.

Advocates put together an impressive coalition for speed cameras, and they’ll be back fighting for a better enforcement program next session. If it wasn’t clear already, though, it is now: New York City has to implement street safety policy as if no help is coming from Albany. If the governor and legislative leaders come through in the future, so much the better. But their political calculus is too obscure and unpredictable to depend on.

The rollout of NYC’s complement of 140 speed cameras coincided with a 22 percent decline in traffic deaths from 2013 to 2015. Without new speed cameras this year, DOT’s street safety programs will have to shoulder more of the load to keep the positive trend going.

Despite a new city budget that grew by $3.6 billion dollars, however, DOT’s street safety programs are not in line for much of a boost. The de Blasio administration failed to budget for the 25 percent increase in funding for low-cost, fast-build street redesigns that the City Council requested in the spring.

It’s not like City Hall is scrounging around for loose change. The administration has set aside $325 million over the next few years for ferries (ferries projected to get fewer riders than the city’s 40th-busiest bus route). And if you think the $2.5 billion BQX streetcar is really going to “pay for itself,” I have a bridge over Newtown Creek to sell you. A budget boost for safe streets was just not a priority.

That leaves one resource the de Blasio administration can draw from to accelerate change on the streets: willpower. DOT may not have more money to spend, but the agency can do more with the money at its disposal if it has a firmer mandate from de Blasio to redesign dangerous streets.

Read more…

11 Comments

Rodriguez: Wouldn’t DOT Like More Vision Zero Funding? Trottenberg: Nope

The de Blasio administration continues to resist the City Council’s efforts to devote more resources to street redesigns that will save lives.

Speaking at a transportation committee hearing yesterday, Transportation Commissioner Polly Trottenberg said DOT has sufficient funding in the city budget to redesign, within six to seven years, the 292 dangerous intersections where most fatal traffic crashes occur. That “general timetable” is based on an annual pace of redesigning between 50 and 80 of the intersections identified by DOT in its pedestrian safety action plans.

While DOT may be on track to hit that implementation target, the city is not on track to achieve the mayor’s Vision Zero goal of eliminating traffic deaths by 2024. After declining in the first two years of the de Blasio administration, fatalities did not drop through February this year — the last time the city updated its public crash data. Advocates have noted that at the current rate, the city will not eliminate fatalities until the 2050s.

In a statement following March’s hearing, Transportation Alternatives Executive Director Paul Steely White called on the city to increase funding for operational projects — which can make streets safer quickly and at a low cost — to $52.4 million for 98 projects total, compared to 80 completed by the city in 2015.

Transportation Chair Ydanis Rodriguez expressed frustration that de Blasio’s executive budget adds no new dollars for Vision Zero street safety projects, which the council requested during the preliminary budget process. He pressed Trottenberg on the pace of progress on wide, arterial streets in particular, where the majority of fatal crashes occur.

Trottenberg reiterated her previous stance that DOT does not need more funding for street redesigns, arguing that progress on arterials was not solely a matter of money. “It’s partially a funding issue, but it’s partially a project delivery and staffing issue,” she said, pointing to the extensive communication and outreach DOT conducts for even its quick and low-cost projects.

But if that’s the case, additional resources in the budget should still help DOT staff up and deliver more projects. For whatever reason, the de Blasio administration has decided against increasing its capacity to implement street redesigns.

5 Comments

De Blasio DOT Budget Fails to Meet de Blasio Vision Zero Timetable [Updated]

Update below

Mayor de Blasio’s proposed DOT budget again falls well short of what’s needed to implement life-saving street redesigns within the time frame prescribed by Vision Zero.

The mayor’s preliminary FY 2017 budget allocates $115 million for Vision Zero capital projects, Transportation Commissioner Polly Trottenberg told City Council members at a hearing yesterday. That figure includes $59 million for 37 Safe Routes to Schools projects, $30 million for street improvements in Long Island City, and $26 million for other projects, including improvements to Tillary Street in Brooklyn, Baruch Plaza and Allen Street in Manhattan, and Mott Avenue in Queens, Trottenberg said.

To reduce injuries and fatalities on the streets where motorists are doing the most harm, the city will have to invest substantially more than the mayor has in mind. In a statement, Transportation Alternatives Executive Director Paul White noted that the $115 million in capital spending proposed for FY 17 would be allocated over four years, and that redesigning the city’s widest, most dangerous streets would require that amount many times over:

In fact, New York City needs $250 million dollars annually — $1 billion over four years — to fix all of its most dangerous arterial streets within a decent period of time.

DOT can also redesign streets with “operational” projects that use low-cost materials like paint and flexible posts to calm traffic — a process that consumes considerably less time than capital projects, which often take years to build out. Last year’s final budget included funding for 50 operational projects, a rate that TA says should double:

We recommend the city fund 98 operational projects to fix intersections and corridors the DOT highlighted in its Pedestrian Safety Action Plans. In order to increase staffing and budget for resurfacing, road marking, signaling, and outreach, the DOT will need an increase in the operating budget, not stagnation or a potential decrease.

Read more…

87 Comments

De Blasio Gives DOT Permission to Put Safety Above Community Board Whims

Mayor de Blasio says “community boards don’t get to decide” which streets will be made safer. Will DOT Commissioner Polly Trottenberg follow through?

Mayor de Blasio says “community boards don’t get to decide” when streets will be made safer. Will DOT Commissioner Polly Trottenberg follow through?

When DOT allows community boards to veto street safety projects, streets aren’t as safe for walking and biking as they could be.

This year, for instance, when facing opposition or anticipating blowback from community boards, DOT watered down a road diet and other safety measures planned for Riverside Drive; proposed disjointed bike lanes for Kingston and Brooklyn avenues; abandoned a project that would have converted a dangerous slip lane in Harlem into a public plaza; and stalled a road diet for 111th Street in Corona, despite support from Council Member Julissa Ferreras.

This is bad policy that can have catastrophic real-world consequences. This week an MTA bus driver killed a pedestrian while making a turn that would have been eliminated had DOT not bowed to community board demands to scrap the plan.

Bill de Blasio has recently been taking a firmer tone about the limits of community board influence on housing policy, and last week Streetsblog suggested the same approach should apply to street design.

Maybe the mayor read that post, because in a Wall Street Journal feature on Vision Zero published Monday, de Blasio explicitly gave Transportation Commissioner Polly Trottenberg the latitude to implement safety improvements that don’t get a “yes” vote from community boards:

Read more…

5 Comments

Mayor’s Stand on Community Boards and Housing Should Apply to Streets Too

With community boards across the city voting against City Hall’s affordable housing initiative, Mayor de Blasio is taking a stand.

The role of community boards, de Blasio points out, is to offer opinions on city policy, not to dictate what the city does. Here’s the mayor as quoted by DNAinfo:

“They don’t have a perfect vantage point on their communities. No one has a perfect vantage point on the whole of a community, but they bring a lot of valuable insight,” de Blasio said.

“Community Boards are appointed to give input. They give input,” the mayor continued. “The folks that are elected by all the people, the council members and the mayor, have to make the final decision.”

The mayor was unfazed when asked about the rejections Monday, saying “there’s often a divergence between the community boards and the council and the mayor” that is “healthy” and “part of democracy.”

The mayor’s position, as well as his enlistment of allies like 32BJ and AARP, is a good sign for politically difficult reforms like the reduction of parking minimums for subsidized housing near transit.

Why stop at housing and zoning policy though? De Blasio’s message about the role of community boards also applies to streets and transportation, but his DOT has been extraordinarily timid when faced with a few stubborn community board members. The agency allows community boards near complete control over street design projects that are integral to the mayor’s Vision Zero initiative.

Case in point: Riverside Drive, where DOT preemptively excluded bike lanes from its road diet plan, then further watered down the project in the face of opposition from Manhattan Community Board 9. Transportation Commissioner Polly Trottenberg has deferred to community board objections even when City Council members want a street to be redesigned.

If de Blasio can assert his authority on housing, his DOT can do the same when it comes to protecting people from traffic violence.

13 Comments

Trottenberg Announces Plaza Equity Program at Plaza de Las Americas Reveal

Council Member Ydanis Rodriguez, Transportation Commissioner Polly Trottenberg, and a cast of uptown players marked the opening of Plaza de Las Americas today. Photo: Brad Aaron

Council Member Ydanis Rodriguez, Transportation Commissioner Polly Trottenberg, and a cast of uptown players marked the opening of Plaza de Las Americas today. Photos: Brad Aaron

Just eight months after the groundbreaking ceremony, officials held a ribbon-cutting this morning at Plaza de Las Americas, an impressive new public space in Washington Heights. Also today, Transportation Commissioner Polly Trottenberg announced a City Hall initiative to assist plazas in neighborhoods without the resources of a major business improvement district.

Plaza de Las Americas reclaims one block of W. 175th Street, between Broadway and Wadsworth Avenue, with 16,000 square feet of pedestrian space. Bookended to the north and south by the United Palace theater and a grocery store, respectively, the plaza comes equipped with electric and water service for vendors. Other amenities include a public restroom, decorative pavers, benches, trees, and a fountain by artist Ester Partegás.

The block has been the site of a farmers market since 1980, and since 1994 vendors have set up on the street to sell household wares, clothes, and other items. Sponsored by the Washington Heights and Inwood Development Corporation, the proposal to make those uses permanent received $5 million in city funds when it was chosen in the first round of the plaza program in 2008. The project was designed and built by DOT and the Department of Design and Construction.

“After years of planning, today we come together to celebrate the location our community has valued for decades transformed into an even better venue,” said City Council Member Ydanis Rodriguez in prepared remarks. “La Plaza de Las Americas will be a focal point for the communities of Northern Manhattan and assuredly a boon to local business and our very active street vendors.”

Other electeds on hand included Congressman Charles Rangel, State Senator Adriano Espaillat, Assembly Member Guillermo Linares, and Manhattan Borough President Gale Brewer.

Trottenberg announced the OneNYC Plaza Equity Program, which will allocate $1.4 million from the city budget to provide maintenance and management assistance to 30 “medium and high need” plaza projects, most of them in Queens, Brooklyn, the Bronx, and Upper Manhattan. Trottenberg said projects are eligible to receive up to $80,000, along with other assistance, such as organizing and fundraising help, for up to three years. Plazas that lack resources for upkeep can quickly fall out of favor with the public.

Another tidbit: Rodriguez said he’d like to see Plaza de Las Americas extended to St. Nicholas Avenue, two blocks east, as a “gateway” to Washington Heights and Inwood.

Read more…

32 Comments

NYPD Conspicuously Absent From City Council Vision Zero Hearing

How seriously does Police Commissioner Bill Bratton take Vision Zero? The City Council transportation committee held a hearing today to gauge the city’s progress in reducing traffic injuries and deaths, and NYPD didn’t send a single person to provide testimony or answer questions.

Hard to imagine NYPD skipping a council hearing on shootings or terrorism, but it seems traffic violence is not a priority for Police Commissioner Bill Bratton. Photo: Clarence Eckerson

Hard to imagine NYPD skipping a council hearing on shootings or terrorism, but it seems traffic violence is not a priority for Police Commissioner Bill Bratton.
Photo: Clarence Eckerson

In NYPD’s absence, Transportation Commissioner Polly Trottenberg — as she often does — had to field council member queries pertaining to police traffic enforcement. Transportation chair Ydanis Rodriguez wondered if NYPD is making progress in keeping dangerous violations down, and how often police are ticketing motorists for blocking bike lanes. James Vacca wanted to know if speeding ticket counts increased after the new 25 miles per hour speed limit took effect last year. Not surprisingly, Trottenberg didn’t have responses, and deferred to NYPD.

DOT does manage the city’s traffic enforcement cameras, which are making streets safer, Trottenberg said, but they could be doing more if not for arbitrary restrictions imposed by state lawmakers.

Trottenberg said violations are down 60 percent at fixed speed camera locations. Red light camera citations have dropped 71 percent since that program started in 1994, Trottenberg said. In 2014, when less than half of the city’s speed cameras were operational, cameras ticketed almost four times as many speeding drivers as NYPD.

Yet in addition to limiting the number of cameras the city is allowed to use — 140 speed cameras and 150 red light cameras — Albany limits when and where speed cameras may operate. Albany allows cameras do be turned on during school hours only. Trottenberg said location restrictions mean that in some cases, DOT is not permitted to place a speed camera on the most dangerous street that kids actually cross to get to a school. Also thanks to Albany, drivers have to be speeding by 11 miles per hour or more to get a speed camera ticket.

Council members asked Trottenberg if expanding the speed camera program was on the de Blasio administration’s Albany agenda for next year, but she didn’t give a definitive answer.

Trottenberg also said DOT has completed 26 street safety projects since the agency released its Vision Zero borough action plans, including the ongoing revamp of Queens Boulevard and 300 leading pedestrian intervals. But since DOT puts all Vision Zero projects in the same basket — from major changes to Queens Boulevard to tweaking a single intersection — a single number doesn’t convey much information.

Read more…